Al, that was a comprehensive explanation of Fred's. Many thanks, extremely interesting What a great forum this is turning out to be
Just some additional information...Blue flags or blue lights (both are in use) are for the protection of non-transportation people such as car inspectors, engine house workers etc. who must go in or around equipment that might be moved. Train crews do not use them but are covered by '3 Step' or a similar rule depending on the RR. Anyone applying a blue flag to a track also has to lock any switches leading to that track to prevent access. Going past a blue flag or moving equipment that is flagged is a firing offense and quite likely to be your last day for pay. MOW guys also don't use blue flags, they have a whole different set of rules that protect them while working. The dispatcher can issue 'Foul time' which means he can't display a signal or issue a Form D (track warrent) giving access to that section of track until the worker reports in the clear. They can also establish 'Working limits' by bulletin order and signs which puts a section of track in control of a foreman who allows traffic through after contact is established and his permission is recieved, or a foreman can take a track out of service which means all movements in that stretch must have a copy of his Form D, his permission to be there, and run at restricted speed. You have to really be on your toes when track work is going on. The guys out there are depending on you to know what's what and not come down on them.
It seems "FRED" is more of a railfan term than a prototype term, here in Detroit the word "marker", "tele" or "EOT" is used when talking about rear end devices.
Here is a photo of an EOT that is being used on CSX, at least down here along the MS Gulf Coast. The assembly looks to be about 3 feet tall, with the telemetry antenna (UHF?) on top. Note the coupling attached to the airhose gladhand, with a thinner air hose running up to the EOT. If I understood what others have said, this may be the hose that also bleeds air for brake activation from the rear of the train. I believe that the red flashtube is on the rear panel just below the top, although it could be within the red area near the bottom. I'll try to get more info as to controls and local readouts ... that is, if I can convince a crew to stop their train with the EOT in front of me Later, Hank [ 28 April 2001: Message edited by: Hank Coolidge ]
<BLOCKQUOTE>quote:</font><HR>Originally posted by Fred: It seems "FRED" is more of a railfan term than a prototype term, here in Detroit the word "marker", "tele" or "EOT" is used when talking about rear end devices.<HR></BLOCKQUOTE> I've heard railroaders use the term quite often- as a matter of fact, on one railroad even the head office uses the term FRED referring to EOTs. BTW, a few more terms for FREDs: Reddy Kilowatt One-eyed conductor ANd of course, the effing rear-end device
Thanks guys! I like the picture Hank And Bob, thanks for the extra info, I'm learning more than I ever thought I would about Freds
Excellent picture, Hank. In contrast to my picture, it shows that EOTs (or FREDs) have come a long way. On my tours of the Danbury Railway Museum, I usually refer to FRED as the guy who killed the caboose. [ 29 April 2001: Message edited by: Peirce ]
Originally posted by Fred: It seems "FRED" is more of a railfan term than a prototype term, here in Detroit the word "marker", "tele" or "EOT" is used when talking about rear end devices. Likewise, although they get called lots of other things when they don't link or dump.
I watched the Learning Channel's one hour History of the Caboose last night, and when the EOT's first came out in the late 1970's early 1980's, they were refered to as "FREDS". That stood for: "Flashing Rear End Device". This was supposed to improve company profits by moving the Conductor up to the engine for his safety from rear-end collisions. It would save fuel and reduce the amount of pollution and speed up freight deliveries, by not having to pull the heavy Caboose. It all started when the "Pooling" idea began to reduce the number of Conductors who "had" their own Caboose. For a hundred years The Caboose was home to the Conductor for 30 to 40 years, and he took it with him. Most Conductors were in charge of a certain section ot rail line. He would connect his Caboose to a train at one end of his section governing the train through to the other end of his section, where he would disconnect. Another Conductor would have his Caboose coupled on, and take the train to the other end of his jurisdiction. Sometimes as many as eight Caboose changes would be required to move a train from Chicago to Las Angles. Pooling eleminated the Changing of all the Cabooses, since one Caboose made the trip all the way, and was used by several Conductors. Quickly, pooled Cabooses fell into dis-repair, because Conductors had lost their pride in what had been home to them most of their life. The first Fred spelled the end for Conductors having anykind of office to concentrate on all the paperwork required. Both brakeman, flagman, and in some cases the fireman were all eleminated in one fell swoop. Freds merely flashed a "Tail light" so there was no one to protect the rear of a train. Now days they have developed the END OF TRAIN device to not only flash a red tail light, but to (when they are working), also monitor airbrake air pressure. The EOT can apply air brakes which is supposed to speed up the brake application. Even though the EOT is not as safe nor as reliable as a live Conductor, the profit margin is such that Conductors will never again be as respected or needed as they were in the olden days. Where once the Conductor was the Boss of the Train, now he has been relegated to being just a member of the crew. [ 01 May 2001: Message edited by: watash ]
Thanks watash. I especially don't remember any cabooses, and don't know a lot about 'em. I guess you could say I grew up with the EOT's..so thanks for the caboose info
You missed an excellent hour long program on Caboose history, Drew. It was on the History or Learning Channel. Remember I told you about being in a Caboose when all the slack suddenly came out of that last coupler? WOW! Hank, look at the top of the battery box that has the red lable on it, and note the clear glass lens. There is a red flasher light (strobe) that shines out from there. Never look directly into one of these when it is flashing, the strobe is super bright and will damage your eyes permanently. The type you have in your photo, is much brighter than the old red lens tail light type they called Fred.
Yes, I remember you tellin' us about that, watash I didn't know the strobe could damage your eyes..thanks once again
Thanks Watash, I agree, flash tubes can be very intense, I try not to look at them. I believe that the stobes on the CSX EOTs are controlled by a photocell. I don't think I've ever seen a strobe operating during daylight. Question for the guys that hang and remove EOTs ..... Is there something that lets you know when an EOT battery needs charging? I assume it would not be good if an EOT ran out juice halfway through a run Hank
I believe that the stobes on the CSX EOTs are controlled by a photocell. I don't think I've ever seen a strobe operating during daylight. Yep Hank, all EOTs should not flash during the day. Question for the guys that hang and remove EOTs ..... Is there something that lets you know when an EOT battery needs charging? I assume it would not be good if an EOT ran out juice halfway through a run If you're adding a marker, you always use a fresh battery but most of them give a readout of battery charge state when you push the button to arm them. If it does go dead (pretty common) then there are a bunch of rules that come into effect depending on the train and the territory. 281
Most units will send a 'battery weak' indication to the head end so you can make plans if possible to get a fresh battery at the next available point. If a marker shows less than 90 % charge it is not usually considered good enough to leave the terminal, at least on my RR.
