Freds?

I think that's what the blinking red lights on the end of a train are called, but why? And are they supposed to be on at all times, or just during foggy days and night time? Anybody have pictures?
These have always been interesting for some reason..I can never wait to see the blinking fred on the last car as it rolls by. Kinda like a caboose

This also brings up another question. The blinking blue lights that are placed on the tracks. Do those show that that specific track is closed? And do they have a nickname?

Thanks

 

Flashing Rear End Devices (I think)- and I think they also send a radio signal back to the lead unit to let the crew know the last car is still there, probibly includes air pressure and more data as well.

 

"FRED's" Flashing Rear End Devices are better known in the industry as "EOT" (End Of Train) Devices. They are placed on the last car by a Car Inspector or one of the crew, depending on the union agreement, when the train is ready to depart, and "armed". The latest ones not only monitor brake pipe pressure and motion, but can be made to initiate a brake application at the same time as the locomotive, reducing the time for an emergency application to take effect by a half.

 

Thanks Rob and Gregg

 

"Blue Lights" have replaced "Blue Flags". When either is placed on a track or piece of equipment, no movement may be made on that track or of that equipment until the "Blue Flag" is removed BY THE PERSON WHO PLACED IT THERE AND THAT PERSON ONLY. This is one of the most important protections that railroad maintenance workers have and violations of it carry crimnial penalties in many areas.

 

Thanks once again Gregg

 

We at CP, call them SBU's, Sense and Braking Units. I call it a FRED, and alot of other guys do too.

 

<BLOCKQUOTE>quote:</font><HR>Originally posted by Gregg Mahlkov:
no movement may be made on that track or of that equipment until the "Blue Flag" is removed BY THE PERSON WHO PLACED IT THERE AND THAT PERSON ONLY.<HR></BLOCKQUOTE>

I hate to ask, but what if the person who placed it there dies? I know of other RR rules that take the possible death of an emplyee into consideration (like dead man pedles in locomotives.) I hate to bring it up, but I'm sure it happens... hopefully not as the result of movement of the equipment that has the blue flag

 

<BLOCKQUOTE>quote:</font><HR>Originally posted by Gregg Mahlkov:
The latest ones not only monitor brake pipe pressure and motion, but can be made to initiate a brake application at the same time as the locomotive, reducing the time for an emergency application to take effect by a half. <HR></BLOCKQUOTE>

Very cool

 

I never even heard of the term "Fred"

Here where I work we call it a EOT , End Of Train Device . Or simply marker .

We used to use a flashing yellow light called a "star light" but that "star light" would not let you know how much air you had on the tail end , or if your tail end was moving or stopped .

Now it is Federal Law that you have communication with your tail end at all times , once you loose communication , or show no reading back there , you are restricted to 30MPH .

This law came into effect in 1997 , so after that happened the star light is not used anymore , just a little extra INFO I thought I would pass along .

EOT , or Tail End Device , Marker , any of those terms are correct .

 

I'd never heard the term "Fred" either until reading this month's TRAINS magazine Thanks for all the info guys

 

Early on, they were also called "F***ING" Rear End Devices by the crew member who had to carry that heavy "Thing" and mount it on the last car ... and by the Engineer who, if he was a nice guy, would back the train to pick up that cursing crew member

 

<BLOCKQUOTE>quote:</font><HR>Originally posted by Colonel:
The blue light rule is very interesting, what if the engineer misses it and continues down the track where track workers could be?
<HR></BLOCKQUOTE>

Paul, my understanding is the blue flag (or light) is generally used in terminals, engine service facilities, etc. to indicate a piece of equipment or track is being worked on, as Gregg has pointed out. The closest I would equate this to is a red flag placed in the knuckle and the token keys used at FCS (and probably the other depots) for working on the EMU's. For the benefit of others, whilst there is a key out (there are quite a few) of the locking 'system', the overhead cannot be switched in. There is an additional problem in this situation that Rob touched upon, though not involving death, an employee going home with the key in his/her pocket. Kind of screws the show up until the person returns it or it is proven there is nobody working on the equipment and a locksmith is called in, or an emergency key is used (not sure of the procedure used in this situation).

Back to blue flagging equipment, there can be more than one flag attached but the same applies - it cannot be moved or used until the last flag is removed.

But this does bring up protection of a worksite out on the running lines, and probably a new topic.
I believe warrants are issued for a crew to occupy the line between the times given, but is there a procedure in place to warn a train entering the warrant that they are doing so? As Paul stated above, we used detonators to give an audible warning and a flag (or light) for visual.

Gary.

 

I am surprised no one has come up with a picture of FRED, up to now. I can't believe I am the only one who has been able to photograph him.

Here are two views of the one at the Danbury Railway Museum. It is quite old and not in the best of condition. This version has very limited function: the flashing light and the connection to monitor the brake line pressure. I am not sure if this one had a motion sensor.



And a side view which also shows the common mounting on a coupler.



[ 01 February 2002, 15:02: Message edited by: Peirce ]

 

Concerning the placement of a blue flag by an employee who then dies - I truly believe that this is an uncommon enough occurrence that by the the time the cause of death is thoroughly investigated there would be enough supervisory and law enforcement personnel at the scene that someone in authority would remove the blue flag after the investigation were completed! Track maintenance out on the line is generally provided by the dispatcher giving a "track warrant" for a specified segment of track for a specified "window" of time. Crews who doubt the ability of the dispatcher or the willingness of train crews to adhere to orders have been know to place a piece of high rail equipment down the track sufficient distance to stop a train that would hit it.

 

Paul, FRA protection regs - http://www.fra.dot.gov/o/counsel/regs/cfr/part/49CFR218v1.htm

Gary.

 

The picture posted by Pierce is of a true FRED, Flashing Rear End Device. This is one of the first style that only provided a flashing light and an air guage that had to be read at the marker by the person making a brake test. Air brake rules require the trainline air pressure to be known at the rear before commencing the brake test. The early markers did not transmit any info to the engine. In the New England region we called them FRED or Billy the Brakeman, the hardest working man on some crews LOL

The first radio equipped units sent only an air pressure reading to the engine.
The modern EOT is equipped with two-way radio telemetry that sends info to the engine regarding air pressure, movement, direction of movement, battery status, flashing light status, and communication status- front to rear and rear to front. The engineer can initiate an emergency application from the rear if so desired by activating a swith/button on the display unit in the cab.

Two-way telemetry devices are required on road freight trains with 3000 tons or authorized to operate over 30 MPH or operating in territory designated as 'heavy grade'

Other freight trains do not need the telemetry device.

All freight trains operating on main track need a red flag or reflectorized marker by day and a light by night or when visibility is obscured so that the end silouette of a boxcar cannot be plainly seen at 1/2 mile or if operating thru tunnels. EOTs and FREDs have a reflectorized red panel and a sensor to turn the light on when needed. Beam pattern and candlepower of the light are specified by the FRA.

Passenger trains are required to display lighted markers at all times, but do not need any telemetry devices as long as the crew has access to the rear car. Amtrak trains with express cars and roadrailers on the rear effectively become freight trains and then do require telemetry.

 

Al, thanks for the info I'm learning a lot about these Freds