23 17 46 11
Originally posted by edblysard Living nearby to MP 186 of the UPRR Austin TX Sub Reply wabash1 Member sinceApril 2001 From: US 2,849 posts Posted by wabash1 on Tuesday, March 29, 2005 7:54 AM whos fred Reply Mookie Member sinceJune 2001 From: US 13,488 posts Posted by Mookie on Tuesday, March 29, 2005 8:22 AM QUOTE: Originally posted by wabash1 whos fred Fred is the conductor. Since he no longer has a caboose, he has to ride on the rear coupler.... She who has no signature! cinscocom-tmw Reply mudchicken Member sinceDecember 2001 From: Denver / La Junta 10,820 posts Posted by mudchicken on Tuesday, March 29, 2005 9:04 AM The entire Harbor Sub. is yard limits, so no big deal. Mudchicken Nothing is worth taking the risk of losing a life over. Come home tonight in the same condition that you left home this morning in. Safety begins with ME.... cinscocom-west Reply Anonymous Member sinceApril 2003 305,205 posts Posted by Anonymous on Tuesday, March 29, 2005 9:20 AM Several times i have seen Coal trains with a operating FRED on the rear facing DPU engine, even tho the unit's headlite is on dim, as required. These were BNSF coal trains north of Denver, running both ways. Possibly a malfunction in the Guages in the rear unit??? Reply Edit Mookie Member sinceJune 2001 From: US 13,488 posts Posted by Mookie on Tuesday, March 29, 2005 10:34 AM QUOTE: Originally posted by stclair49 Several times i have seen Coal trains with a operating FRED on the rear facing DPU engine, even tho the unit's headlite is on dim, as required. These were BNSF coal trains north of Denver, running both ways. Possibly a malfunction in the Guages in the rear unit??? Good question - I have seen them, too. Also wondered about it! She who has no signature! cinscocom-tmw Reply BNSFGP38 Member sinceDecember 2004 From: Cab 162 posts Posted by BNSFGP38 on Tuesday, March 29, 2005 10:48 AM Hardly ever use the thing, since ALL the railroads locomotives are in the train and its a dead end line.................whats the point. [D)][oX)] Reply Mookie Member sinceJune 2001 From: US 13,488 posts Posted by Mookie on Tuesday, March 29, 2005 10:57 AM QUOTE: Originally posted by BNSFGP38 Hardly ever use the thing, since ALL the railroads locomotives are in the train and its a dead end line.................whats the point. [D)][oX)] Well, I could say something about the point and a comb over, but I will keep my tongue civil and just say - the ones that I have seen, were flashing. Seemed a little redundant to me, but hey, I just watch. Mook She who has no signature! cinscocom-tmw Reply mudchicken Member sinceDecember 2001 From: Denver / La Junta 10,820 posts Posted by mudchicken on Tuesday, March 29, 2005 1:00 PM QUOTE: Originally posted by BNSFGP38 Hardly ever use the thing, since ALL the railroads locomotives are in the train and its a dead end line.................whats the point. [D)][oX)] How soon they forget.....BN had a penchant for running trains into each other on "dead-end" branches, including some classic rear enders...The Golden Sub. incident was classic...look it up. What's green and white and goes KA-BOOM in the middle of the night????[}:)][}:)][}:)] Do NOT EVER take safety or use of a safety appliance for granted....variables won't, constants aren't![:D] Mudchicken Nothing is worth taking the risk of losing a life over. Come home tonight in the same condition that you left home this morning in. Safety begins with ME.... cinscocom-west Reply edblysard Member sinceMarch 2002 9,265 posts Posted by edblysard on Tuesday, March 29, 2005 3:23 PM And, One of the function of the rear end device is the ability to put the train in emergency braking via the radio signal, so, even if the rear unit fails to respond to the lead, the engineer always has the option to big hole it with the fred... Last, the flashing light is much more noticable that the locomotive head light on dim. At night, you see the fred from a long way off, but the dim headlights often get lost in the background lights... Ed 23 17 46 11 Reply Anonymous Member sinceApril 2003 305,205 posts Posted by Anonymous on Tuesday, March 29, 2005 3:28 PM QUOTE: Originally posted by wabash1 whos fred fred or freddy means freight ready or E.O.T. device = End Of Train device[8D] Reply Edit chad thomas Member sinceJanuary 2005 From: Ely, Nv. 6,312 posts Posted by chad thomas on Tuesday, March 29, 2005 4:31 PM Fred is a short guy with blinking red eyes. Known to hang out on freight car couplers. Notorious for whining. Also known to occasionaly dump air. [8D] Reply coborn35 Member sinceJanuary 2005 From: Duluth,Minnesota,USA 4,015 posts Posted by coborn35 on Tuesday, March 29, 2005 4:36 PM QUOTE: Originally posted by thebreeze05 QUOTE: Originally posted by wabash1 whos fred fred or freddy means freight ready or E.O.T. device = End Of Train device[8D] Actually, it stands for Flashing Rear End Device. Mechanical Department "No no that's fine shove that 20 pound set all around the yard... those shoes aren't hell and a half to change..." The Missabe Road: Safety First Reply JoeKoh Member sinceApril 2003 From: Defiance Ohio 13,310 posts Posted by JoeKoh on Tuesday, March 29, 2005 4:38 PM matt doesnt like Fred because he doesnt wave like the guys in the cabooses did. stay safe Joe Deshler Ohio-crossroads of the B&O Matt eats your fries.YUM! Clinton st viaduct undefeated against too tall trucks!!!(voted to be called the "Clinton St. can opener"). Reply csxengineer98 Member sinceOctober 2002 From: US 2,358 posts Posted by csxengineer98 on Tuesday, March 29, 2005 5:46 PM a FRED was what the first generation of devices was...all they where was a flashing rear end device..the second generation just had 1 way communications...the 3rd generation have 2 way commincation capibiltys... they send a signal to the lead (or any locomotive that has the proper ID code dialed into the HTD)... that shows the rear brake pipe air pressher...if the marker light is on or off..and if the rear end is moving... they are also able to recive a signal for the HTD to put the train in emergancy from the EOT... csx engineer "I AM the higher source" Keep the wheels on steel Reply Mookie Member sinceJune 2001 From: US 13,488 posts Posted by Mookie on Wednesday, March 30, 2005 6:24 AM And while I can't give you the "Techno-name" - Flashing Rear End Device is what people have named it. It has a "real" name that those letters stand for.... She who has no signature! cinscocom-tmw Reply Anonymous Member sinceApril 2003 305,205 posts Posted by Anonymous on Thursday, March 31, 2005 12:18 AM First, the politically correct name used in GCOR and Class 1 operating rules is "EOT" (End-ofTrain device) as "FRED" is potentially discriminatory.... don't you love the world of political correctness? Sceond, according to US federal law, CFR Title 49 Section 232, all trains operating outside yard limits must have an accurate air gauge on the rear end of the train. While this does not necessarily require an EOT unit as such, it is certainly the most convenient option. If there was no EOT device, then most likely there was also some air gauge mounted on the back that may not have been noticeable to a casual observer. The only exception where rear-end air gauges are not required are on "landlocked" railroads (that have no interchanges with the national rail network in some form), moves within yard limits or light engine moves (no freight or passenger cars or cabooses). In the old days, the caboose fulfilled this purpose as it has an air gauge inside of the caboose for the rear-end crew to monitor. Most EOT devices in use today are 2 way EOT devices, which are EOT's that transmit air line pressure information to the locomotive and also, in the event of an emergency brake application, can vent the train line air pressure from the rear end of the train. Reply Edit csxengineer98 Member sinceOctober 2002 From: US 2,358 posts Posted by csxengineer98 on Thursday, March 31, 2005 1:17 AM QUOTE: Originally posted by drfizzix Most EOT devices in use today are 2 way EOT devices, which are EOT's that transmit air line pressure information to the locomotive and also, in the event of an emergency brake application, can vent the train line air pressure from the rear end of the train. the EOT can MAKE an emergancy brake application from the rear end of the train... csx engineer "I AM the higher source" Keep the wheels on steel Reply jeffhergert Member sinceMarch 2003 From: Central Iowa 6,898 posts Posted by jeffhergert on Thursday, March 31, 2005 11:59 AM You don't need an acurate air gauge to operate outside of yard limits. The only times you need the air gauge is to perform Air Brake tests. The regs do require that one way and two way EOTs to be equipped with an air gauge. With the exception of certain trains, the regs require trains to be equipped to initiate an emergency application from the rear end. Can be a EOT, DPU or a manned caboose in radio contact with the head end. If the capability is lost, trains outside of heavy grade areas can continue to operate not exceeding 30mph until the capability is restored. One of the exempt type trains are local trains with less than 4000 trailing tons and operating over one crew district outside of heavy grade areas. Most time our way freights operate on the main line with only a red flag on the rear coupler. The conductor has a hand-held air gauge to perform the air brake tests when needed. Jeff Reply Anonymous Member sinceApril 2003 305,205 posts Posted by Anonymous on Friday, April 1, 2005 2:39 AM QUOTE: Originally posted by csxengineer98 QUOTE: Originally posted by drfizzix Most EOT devices in use today are 2 way EOT devices, which are EOT's that transmit air line pressure information to the locomotive and also, in the event of an emergency brake application, can vent the train line air pressure from the rear end of the train. the EOT can MAKE an emergancy brake application from the rear end of the train... csx engineer CSX enginner, I am not sure if this is a question or what... I believe that is what I said, except you rephrased it incorrectly. Only 2-way EOT devices can do this. Therefore, not all EOT devices have this capability. ~ Scott ~ Reply Edit Anonymous Member sinceApril 2003 305,205 posts Posted by Anonymous on Friday, April 1, 2005 2:51 AM QUOTE: Originally posted by jeffhergert You don't need an acurate air gauge to operate outside of yard limits. The only times you need the air gauge is to perform Air Brake tests. The regs do require that one way and two way EOTs to be equipped with an air gauge. With the exception of certain trains, the regs require trains to be equipped to initiate an emergency application from the rear end. Can be a EOT, DPU or a manned caboose in radio contact with the head end. If the capability is lost, trains outside of heavy grade areas can continue to operate not exceeding 30mph until the capability is restored. One of the exempt type trains are local trains with less than 4000 trailing tons and operating over one crew district outside of heavy grade areas. Most time our way freights operate on the main line with only a red flag on the rear coupler. The conductor has a hand-held air gauge to perform the air brake tests when needed. Jeff Jeff, I am afraid that you are mistaken in regard to the need of an air guage. Federal law requires that ALL trains operating outside of yard limits must have an accurate air gauge WITHOUT EXCEPTION. I have confirmed this with an FRA field inspector. Any train operating without one is in direct violation of federal statute. However, it is true that on certain types of trains on which you do not need 2-way EOT capabilities, you could get away with not having an air gauge connected on the rear of the train at all times, so long as long as the conductor has one somewhere on board that he can use when needed. In these cases, federal law still requires that a "highly-visible marker" be used on the end of trains from 1 hour before sunset to 1 hour after sunset. The only exceptions to the air gauge and visible marker requirements are rail lines that are exempt from most or all FRA regulation, such as tourist only railroads or "landlocked" railroads. Reply Edit Overmod Member sinceSeptember 2003 21,669 posts Posted by Overmod on Friday, April 1, 2005 6:29 AM QUOTE: Originally posted by drfizzix ...according to US federal law, CFR Title 49 Section 232, all trains operating outside yard limits must have an accurate air gauge on the rear end of the train. While this does not necessarily require an EOT unit as such... You better go back and read 49 CFR 232 subpart E again, paying attention this time. (Since you appear to have castigated a couple of other posters for having either missed or mis-stated small details, it seems in the spirit of fairness to bring this up.) The presence of an "accurate air gauge" on the rear of the train is NOT a necessity (although an air-pressure sensor with +/- 3psi accuracy and -1psi differential IS)... see 232.403 (4). You might claim that "a means of visually displaying the rear unit’s brake pipe pressure measurement" is what you meant by "air gauge" -- but one then would have to wonder why 232.403(4) specifically uses the words "air gauge" and then ADDS a separate, additional functional-device description... On the other hand, I can find no indication whatsoever in subpart E that an EOT is "not necessarily required" as you claim. What is not necessarily required (under the circumstances delineated in 232.407) is the use of a *2-way* EOT. A radio-telemetric EOT (as defined specifically in 232.5) is mandatory for all operations "operating on track which is part of the general railroad system of transportation." See 232.3 -- if you don't need an EOT, you're not bound by the air-gauge requirements either, as it's the whole of part 232 that would be excepted. In fact, subpart E in its totality will continue to apply in at least some cases where other parts of 232 would not apply. You might also mention that all new EOT devices, by law, have to be 2-way (or better), and this goes as far back as 1998. Again, you might note that while earlier 2-way devices are grandfathered into 232-405, the rulemaking is perhaps pointedly silent on the subject of older 1-way devices. Finally, everyone might note that the FRA says nothing about markers, flashing or otherwise, colored or not, as part of the EOT device with respect to brakes. That's -- I think rightly -- an operating-rules issue. (As is the definition of a "train" as opposed to a yard move, etc., I think) From an engineering standpoint, it makes reasonable sense to incorporate a 'highly visible' function into an EOT that already requires sensors, a radio, and a relatively long-life battery. But just because you don't see a blinking light or whatever is no indication that a 'legal' EOT or equivalent (e.g. functionality built into a trailing DPU locomotive) is not present and active... I'd love to be corrected if I'm not interpreting the present rulemaking correctly (note that the 2003 Title 49 CFR 232 reflects a number of changes in these regards from the 1998 version). Reply Overmod Member sinceSeptember 2003 21,669 posts Posted by Overmod on Friday, April 1, 2005 6:31 AM This was originally a double post. Not intended as such. I think I'm figuring out how this happens -- if I have multiple windows open in IE 5.5, and quickly jump back to the main page on the forum, I sometimes observe the 'flood control' message -- indicating that the software thinks I'm trying to post something again within 90 seconds. I'm not sure exactly what's firing this behavior, and I'd be interested to see someone trace or debug the sequence of events at the server to see whether the problem is there. I don't think it's a bug in my client (Microshaft though it be!) but there may be configuration details that are contributing to the problem. Apologies for the duplicated post. It's gone now. Reply csxengineer98 Member sinceOctober 2002 From: US 2,358 posts Posted by csxengineer98 on Friday, April 1, 2005 6:19 PM QUOTE: Originally posted by drfizzix QUOTE: Originally posted by csxengineer98 QUOTE: Originally posted by drfizzix Most EOT devices in use today are 2 way EOT devices, which are EOT's that transmit air line pressure information to the locomotive and also, in the event of an emergency brake application, can vent the train line air pressure from the rear end of the train. the EOT can MAKE an emergancy brake application from the rear end of the train... csx engineer CSX enginner, I am not sure if this is a question or what... I believe that is what I said, except you rephrased it incorrectly. Only 2-way EOT devices can do this. Therefore, not all EOT devices have this capability. ~ Scott ~ no..you said that an EOT can vent the air when an emgerancy application is made....i said that the EOT can infact make its own emergancy applicaition.... the way you worded it... you make it sound like that if the engineer dumps the train with the auto brake from the head end.. the EOT will vent air as well as the brake valve... im just stateing that the EOT itself can make its own emergancy application....by flipping a switch on the head end..... and yes...your correct that it only can be done if it has 2 way capabilitys...and only if the 2 way abilitys are armed.... csx engineer "I AM the higher source" Keep the wheels on steel Reply Anonymous Member sinceApril 2003 305,205 posts Posted by Anonymous on Saturday, April 2, 2005 4:58 AM QUOTE: Originally posted by Overmod QUOTE: Originally posted by drfizzix ...according to US federal law, CFR Title 49 Section 232, all trains operating outside yard limits must have an accurate air gauge on the rear end of the train. While this does not necessarily require an EOT unit as such... You better go back and read 49 CFR 232 subpart E again, paying attention this time. (Since you appear to have castigated a couple of other posters for having either missed or mis-stated small details, it seems in the spirit of fairness to bring this up.) The presence of an "accurate air gauge" on the rear of the train is NOT a necessity (although an air-pressure sensor with +/- 3psi accuracy and -1psi differential IS)... see 232.403 (4). You might claim that "a means of visually displaying the rear unit’s brake pipe pressure measurement" is what you meant by "air gauge" -- but one then would have to wonder why 232.403(4) specifically uses the words "air gauge" and then ADDS a separate, additional functional-device description... On the other hand, I can find no indication whatsoever in subpart E that an EOT is "not necessarily required" as you claim. What is not necessarily required (under the circumstances delineated in 232.407) is the use of a *2-way* EOT. A radio-telemetric EOT (as defined specifically in 232.5) is mandatory for all operations "operating on track which is part of the general railroad system of transportation." See 232.3 -- if you don't need an EOT, you're not bound by the air-gauge requirements either, as it's the whole of part 232 that would be excepted. In fact, subpart E in its totality will continue to apply in at least some cases where other parts of 232 would not apply. You might also mention that all new EOT devices, by law, have to be 2-way (or better), and this goes as far back as 1998. Again, you might note that while earlier 2-way devices are grandfathered into 232-405, the rulemaking is perhaps pointedly silent on the subject of older 1-way devices. Finally, everyone might note that the FRA says nothing about markers, flashing or otherwise, colored or not, as part of the EOT device with respect to brakes. That's -- I think rightly -- an operating-rules issue. (As is the definition of a "train" as opposed to a yard move, etc., I think) From an engineering standpoint, it makes reasonable sense to incorporate a 'highly visible' function into an EOT that already requires sensors, a radio, and a relatively long-life battery. But just because you don't see a blinking light or whatever is no indication that a 'legal' EOT or equivalent (e.g. functionality built into a trailing DPU locomotive) is not present and active... I'd love to be corrected if I'm not interpreting the present rulemaking correctly (note that the 2003 Title 49 CFR 232 reflects a number of changes in these regards from the 1998 version). Not to get to legalistic here but i really do not see any other interpreation of "a means of visually displaying the rear unit’s brake pipe pressure measurement" besides that of an accurate air gauge (which in the context I was using also includes, but is not limited too, all EOT devices). If you know of any other instrument fitting that criteria, I would be more than welcome to learn what that might be. Yes it is true that all new EOT devices must have 2-way capability, although existing 1-way EOT's are permissible under certain circumstances. I expect that eventually 2-way EOT devices will be the only devices permissible. Why are all trains required to have EOT's? Have you never seen a caboose operating on a train before? As indicated in Subpart E of 232 .... for those of us that were reading it with our eyes open anyway.... there is no statement indicating that 1-way EOT's ARE required in any circumstance, only designating the performcance and design standards for these devices. The only devices that are required are 2-way EOT's with the exceptions provided in that subpart, which include, among other things, staffed cabooses. I see no statement indicating that if a two-way EOT is not used (when it is not required) that a 1-way EOT is required. It makes no sense why, if you are not required to use a 2-way EOT, that you would use a 1-way EOT when you have a staffed caboose on your train. The most important thing, which is what I was originally trying to point out to the original posters, is that common-carrier railroad lines cannot get away with having no air gauge capabilities of some sort because that would be a Part 232 air brake testing violation. Reply Edit Anonymous Member sinceApril 2003 305,205 posts Posted by Anonymous on Saturday, April 2, 2005 5:07 AM And for clarification, I am using the current CFR regulations for reference, that are posted online at http://ecfr.gpoaccess.gov/ Reply Edit csxengineer98 Member sinceOctober 2002 From: US 2,358 posts Posted by csxengineer98 on Saturday, April 2, 2005 5:21 PM drfizzix.... i think your little confussed..... the only times you need to have an air reading on the rear of the train is in grade territory (designated in the timetable special instructions) and have to have 2 way capibiltes.....and in dark territory so you know your train is still intact if you stop...unless thier is someone that can verify that last car number.... a defect detector that shows the same axel count as a preiouse defect detector...... (the same thing apllies even if you have 2 way telemitry and you loss communications)... also...the air gage is needed for a brake test... if your on a local with 2 cars...and its daylight...as long as a test was done with a gage or the cars where pretested with an airslip....a red flag is all that is needed..unless your in territory that says you have to have an EOT... csx engineer "I AM the higher source" Keep the wheels on steel Reply 12 Join our Community! Our community is FREE to join. To participate you must either login or register for an account. Login » Register » Search the Community Newsletter Sign-Up By signing up you may also receive occasional reader surveys and special offers from Trains magazine.Please view our privacy policy More great sites from Kalmbach Media Terms Of Use | Privacy Policy | Copyright Policy
Living nearby to MP 186 of the UPRR Austin TX Sub
QUOTE: Originally posted by wabash1 whos fred
She who has no signature! cinscocom-tmw
QUOTE: Originally posted by stclair49 Several times i have seen Coal trains with a operating FRED on the rear facing DPU engine, even tho the unit's headlite is on dim, as required. These were BNSF coal trains north of Denver, running both ways. Possibly a malfunction in the Guages in the rear unit???
QUOTE: Originally posted by BNSFGP38 Hardly ever use the thing, since ALL the railroads locomotives are in the train and its a dead end line.................whats the point. [D)][oX)]
QUOTE: Originally posted by thebreeze05 QUOTE: Originally posted by wabash1 whos fred fred or freddy means freight ready or E.O.T. device = End Of Train device[8D]
Mechanical Department "No no that's fine shove that 20 pound set all around the yard... those shoes aren't hell and a half to change..."
The Missabe Road: Safety First
Deshler Ohio-crossroads of the B&O Matt eats your fries.YUM! Clinton st viaduct undefeated against too tall trucks!!!(voted to be called the "Clinton St. can opener").
QUOTE: Originally posted by drfizzix Most EOT devices in use today are 2 way EOT devices, which are EOT's that transmit air line pressure information to the locomotive and also, in the event of an emergency brake application, can vent the train line air pressure from the rear end of the train.
QUOTE: Originally posted by csxengineer98 QUOTE: Originally posted by drfizzix Most EOT devices in use today are 2 way EOT devices, which are EOT's that transmit air line pressure information to the locomotive and also, in the event of an emergency brake application, can vent the train line air pressure from the rear end of the train. the EOT can MAKE an emergancy brake application from the rear end of the train... csx engineer
QUOTE: Originally posted by jeffhergert You don't need an acurate air gauge to operate outside of yard limits. The only times you need the air gauge is to perform Air Brake tests. The regs do require that one way and two way EOTs to be equipped with an air gauge. With the exception of certain trains, the regs require trains to be equipped to initiate an emergency application from the rear end. Can be a EOT, DPU or a manned caboose in radio contact with the head end. If the capability is lost, trains outside of heavy grade areas can continue to operate not exceeding 30mph until the capability is restored. One of the exempt type trains are local trains with less than 4000 trailing tons and operating over one crew district outside of heavy grade areas. Most time our way freights operate on the main line with only a red flag on the rear coupler. The conductor has a hand-held air gauge to perform the air brake tests when needed. Jeff
QUOTE: Originally posted by drfizzix ...according to US federal law, CFR Title 49 Section 232, all trains operating outside yard limits must have an accurate air gauge on the rear end of the train. While this does not necessarily require an EOT unit as such...
QUOTE: Originally posted by drfizzix QUOTE: Originally posted by csxengineer98 QUOTE: Originally posted by drfizzix Most EOT devices in use today are 2 way EOT devices, which are EOT's that transmit air line pressure information to the locomotive and also, in the event of an emergency brake application, can vent the train line air pressure from the rear end of the train. the EOT can MAKE an emergancy brake application from the rear end of the train... csx engineer CSX enginner, I am not sure if this is a question or what... I believe that is what I said, except you rephrased it incorrectly. Only 2-way EOT devices can do this. Therefore, not all EOT devices have this capability. ~ Scott ~
QUOTE: Originally posted by Overmod QUOTE: Originally posted by drfizzix ...according to US federal law, CFR Title 49 Section 232, all trains operating outside yard limits must have an accurate air gauge on the rear end of the train. While this does not necessarily require an EOT unit as such... You better go back and read 49 CFR 232 subpart E again, paying attention this time. (Since you appear to have castigated a couple of other posters for having either missed or mis-stated small details, it seems in the spirit of fairness to bring this up.) The presence of an "accurate air gauge" on the rear of the train is NOT a necessity (although an air-pressure sensor with +/- 3psi accuracy and -1psi differential IS)... see 232.403 (4). You might claim that "a means of visually displaying the rear unit’s brake pipe pressure measurement" is what you meant by "air gauge" -- but one then would have to wonder why 232.403(4) specifically uses the words "air gauge" and then ADDS a separate, additional functional-device description... On the other hand, I can find no indication whatsoever in subpart E that an EOT is "not necessarily required" as you claim. What is not necessarily required (under the circumstances delineated in 232.407) is the use of a *2-way* EOT. A radio-telemetric EOT (as defined specifically in 232.5) is mandatory for all operations "operating on track which is part of the general railroad system of transportation." See 232.3 -- if you don't need an EOT, you're not bound by the air-gauge requirements either, as it's the whole of part 232 that would be excepted. In fact, subpart E in its totality will continue to apply in at least some cases where other parts of 232 would not apply. You might also mention that all new EOT devices, by law, have to be 2-way (or better), and this goes as far back as 1998. Again, you might note that while earlier 2-way devices are grandfathered into 232-405, the rulemaking is perhaps pointedly silent on the subject of older 1-way devices. Finally, everyone might note that the FRA says nothing about markers, flashing or otherwise, colored or not, as part of the EOT device with respect to brakes. That's -- I think rightly -- an operating-rules issue. (As is the definition of a "train" as opposed to a yard move, etc., I think) From an engineering standpoint, it makes reasonable sense to incorporate a 'highly visible' function into an EOT that already requires sensors, a radio, and a relatively long-life battery. But just because you don't see a blinking light or whatever is no indication that a 'legal' EOT or equivalent (e.g. functionality built into a trailing DPU locomotive) is not present and active... I'd love to be corrected if I'm not interpreting the present rulemaking correctly (note that the 2003 Title 49 CFR 232 reflects a number of changes in these regards from the 1998 version).
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