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The headlight on this train helps it stand out at night

Trains include a variety of types of lights, for safety, illumination, and communicating train status.[1] The most universal type of light is the headlight, which is included on the front of locomotives, and frequently on the rear as well.[2] Other types of lights include classification lights, which indicate train direction and status, and ditch lights, which are a pair of lights positioned towards the bottom of a train to illuminate the tracks.

History

[edit]
This replica of Union Pacific No. 119 includes a typical 19th century locomotive headlight

The earliest trains did not run at night, but the need for running trains at night soon became apparent. In the United States, early records of headlight usage date back to 1832: that year, Horatio Allen devised the first known locomotive headlight - though his "headlight" consisted of a burning pile of wood on a flatcar, followed by a giant reflector on a second flatcar, pushed by a locomotive.[3] While this method of illumination was impractical, other experimentation continued. One early method was to hang a number of lanterns off the front of a locomotive.[3] In 1892 Clement E. Stretton writing in The Locomotive Engine and Its Development claimed that the Stockton & Darlington Railway locomotive No.23 Wilberforce which was delivered in 1832 had a coal basket that acted as a head and tail lamp.[4]

In the later 1830s, the first proper train headlight was built by two mechanics in New York: a box made of sheet metal and incorporating a reflector.[3] Mass production of locomotive headlights was started in 1838 in that state, and by 1850 they were a common sight on trains in the United States. By the dawn of the American Civil War, nearly every locomotive in the country was equipped with a headlight.[3]

Nickel Plate Road 2-8-4 No. 765 came with a twin-sealed beam headlight for most of its life.

Despite experiments and advances in headlight technology in the 1800s, the very idea of using headlights on trains was for a long time controversial. As late as 1886, a railroad official in the United States was quoted as saying "On a road engine the headlight is of no earthly use to the engineer; it obstructs his vision so that he cannot see his switch lights, and I think that every thinking engineer will come to the conclusion that he would rather run in the night without a lamp, than with it, as he can see better in the dark".[5]

Early headlights were fueled by oil, though kerosene-fueled headlights were developed as well in the 1850s. The discovery of electricity soon led to experiments with using it to power locomotive lights, with the first-known example, a battery operated light, being tested in Russia in 1874. In 1883, a railroad company in France also experimented with electrical lights, but the first example to go into production was designed by an American inventor in 1897. In 1915, the United States Congress passed a law mandating every train be equipped with an electric headlight, ending all debate about their utility.[3] Twin-sealed beam headlights were also invented after the end of World War II, and they were designed in a way where two lightbulbs are installed in one headlamp.[6]

Despite the widespread use of locomotive headlights in North America, in the United Kingdom trains typically ran without true headlights at night.[5]

Types

[edit]

Train headlights

[edit]
British Rail Class 444036 has it day headlights on.

Trains in the United Kingdom have separate headlights for day and night usage. These are primarily used to increase a train's visibility, with illumination of the track ahead being considered a secondary purpose. [7][8]

Trains in the United States, by contrast, are required to have headlights that can illuminate a person at least 800 feet in front of the locomotive, as well as having regulations on the minimum strength of the lights at certain angles from the locomotive. [9]

Classification lights

[edit]
Classification lights on a train on the Chicago "L". Here, they are used to indicate the line and destination of the train.

Also known as marker lights, these are used to provide information on the type and status of a train. Traditionally, classification lights existed in three colors: white lights indicated an "extra" train (a train that is not scheduled but added due to demand), green lights were displayed on a regularly scheduled train that was being followed by additional sections (trains running under the same schedule), and red lights indicated the rear of a train.[10]

In the 21st century, the first two types of classification lights are seldom used, but several railroad companies continue the use of red marker lights to indicate the rear of a train. This is particularly used when locomotives are pushing a train from the rear - seeing red marker lights indicates that the train is moving away from the viewer, not towards them.[10]

Emergency lights

[edit]

These lights activate when a train makes an emergency brake application. Emergency lights are usually red, and often flash.[10]

Ditch lights

[edit]
The lower two lights on this CSX EMD GP40-2 locomotive are its ditch lights.

Ditch lights, also known as auxiliary lights or crossing lights, are additional lights at the front and sometimes rear of a locomotive or cab car that are positioned closer to the track than normal headlights. They are used to make trains easier to spot, for safety.[11] Many ditch lights are also designed to flash when a train sounds its horn, for additional visibility. Early versions of ditch lights were introduced on railroads in North America in the 1960s by Canadian National Railway, and by the 1970s Transport Canada made them a requirement on locomotives.[12] The United States followed suit with a December 31, 1997, deadline for all "equipment operating over public grade crossings at speeds greater than 20 mph" to be equipped with ditch lights. Limited exceptions exist for historical equipment.[12] Regulations set out the position of ditch lights, including how far apart they are from each other and their height above the rails.[13] The predecessor of the ditch lights was the Mars Light.

Strobe lights

[edit]

On remote control locomotives, a strobe light is often used to indicate the locomotive is not occupied.[14] Strobe lights are also used on normal locomotives as a means of making the train more visible.[15]

A door indicator light is located above this Amtrak conductor. An internal door indicator light can also be seen behind him. To his left are brake indicator lights.

Door indicator lights

[edit]
The two lights above the coaches' letters are door indicator lights.

On passenger railroad cars, there are often indicator lights above each external door that illuminate when the door is open. These allow the train crew to ensure a train does not leave a station until all doors are closed. In newer trains, they also flash when the door closes.[16][17]

Train rearlights

[edit]

The rearlights on locomotives, multiple units and railcars.

Rearlights are a pair of red lights in the rear of the train. In Europe, the rearlights are usually two red lights on passenger trains, while on freight/cargo trains, the rearlight is often a flashing red lamp called End-of-train device.

In America, the rearlights depend on the train. Many of them have two red lights as the rearlights, but some only use one. The regulations depend on the Railway, the company, and the type of train.

To ensure that the rear of the failed train is always visible, trains on the Northern City Line are required to display three red lights at their rear: two tail lamps plus the red portion of the destination roller blind.[18]

End-of-train device

[edit]
Main article: End-of-train device

See also

[edit]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Train lights

View on Grokipedia
from Grokipedia
Train lights refer to the diverse array of illumination systems installed on locomotives, rail cars, and end-of-train devices, particularly in , to enhance visibility, prevent collisions, and facilitate safe rail operations in accordance with regional safety standards. Regulations vary internationally, but in the U.S., these lights are governed by federal requirements such as 49 CFR Part 229 for locomotives and 49 CFR Part 221 for rear-end marking. They include headlights for track illumination, auxiliary lights for grade crossing conspicuity, marker and classification lights for train identification, and tail markers to denote the rear of the train. Headlights on leading locomotives must produce a minimum intensity of 200,000 to illuminate at least 800 feet ahead, typically using (PAR) lamps such as 200-watt, 30-volt units or dual 350-watt, 75-volt setups, though (LED) systems are now commonly used, and are positioned at the front to comply with visibility requirements under all weather conditions. Auxiliary lights, often called ditch lights, consist of two white lamps placed at least 36 inches above the rail and spaced to provide enhanced lateral visibility; they must achieve at least 200,000 or specific intensities (3,000 at 7.5 degrees and 400 at 20 degrees) to alert motorists at crossings from distances up to 1,550 feet. Crossing lights, a subtype of auxiliary, are two additional white lights mounted similarly to further improve front-end detection. Marker and classification lights historically served to signal train status under timetable-and-train-order systems, with white lights indicating an unscheduled "extra" , green for a second section following a scheduled train, and red to mark the train's rear end, using interchangeable colored lenses on a single fixture in the U.S. or separate lamps in . These have been largely phased out since the mid-20th century in favor of and systems, though red marker lights persist on some modern locomotives like those of to denote the end. End-of-train devices, required on freight and passenger trains without cabooses, incorporate flashing or steady red or lights visible such that the rear of the train is identifiable from 1/2 mile (2,640 feet) in clear weather on tangent track, activated between one hour before sunset and one hour after sunrise to confirm train completeness and warn approaching rail traffic. Additional features, such as oscillating or strobe lights placed at least 48 inches apart and 36 inches above the rail, may be used on locomotives to increase conspicuity in high-risk areas.

History

19th Century Origins

The development of train lighting in the addressed the critical need for visibility during nighttime rail operations, starting with simple, improvised methods . In 1831, a pine-knot fire on an open platform car ahead of the served as the first known headlight on the South Carolina Canal and Rail Road Company line, an innovation associated with chief engineer Horatio Allen. This rudimentary system marked an early attempt at railroad illumination despite its primitive nature. By the early 1840s, advancements included the use of enclosed designs with reflectors, such as those introduced by the Boston and Worcester Railroad around 1840, possibly using candles. These structures protected the light source from weather while improving beam directionality over open fires. The 1850s saw the adoption of oil lamps, with kerosene becoming more common by the 1860s, offering greater reliability compared to earlier methods. These lamps typically consisted of a fuel reservoir, from which a tubular wick drew the liquid upward to the burner via capillary action, producing a steady flame. The wick design allowed air circulation for cleaner combustion, while a glass enclosure or chimney shielded the flame from wind, rain, and debris, enhancing weather resistance essential for outdoor rail use. Parabolic reflectors behind the flame further focused the light into a directed beam, improving track visibility. Whale oil lamps remained standard until the Civil War era, after which kerosene largely replaced them. Regional variations emerged in lighting practices, particularly in the , where early 20th-century practices, including a 1903 code, emphasized non-directional white lamps for train identification, reflecting the fenced nature of British lines, which reduced the need for powerful . This approach contrasted with American developments and persisted until the late 19th-century shift toward electric systems. Marker and classification lights also emerged in the late to signal status under timetable-and-train-order systems. In the United States and , these used colored lenses (white for extras, green for sections, red for rear) on fixtures to identify types from a distance, aiding manual block operations. Red tail markers on cabooses, often oil lamps, denoted the train's end as early as the , evolving with rail expansion.

20th and 21st Century Evolution

The shift to electric lighting marked a pivotal advancement in train headlights during the early , replacing unreliable oil and systems that had dominated since the . Initial experiments with electric headlights occurred in the late , including dynamo-powered lamps introduced by the in 1881 and the formation of the National Electric Headlight Company in 1888, which produced reliable arc-light systems. By 1899, the Pyle-National Company had sold over 470 electric headlights, demonstrating growing commercial viability and standardization in design for better illumination and safety. In the United States, mounting safety concerns after fatal accidents prompted federal intervention, culminating in a 1915 law passed by that mandated electric headlights on all locomotives to ensure visibility and reduce collisions at night. This requirement standardized electric lighting across the rail network, ending debates over its necessity and aligning with state-level regulations already in place in 31 states. Post-World War II, the introduction of twin-sealed beam headlights further enhanced performance, providing greater brightness, vibration resistance, and durability suited to the emerging era, becoming a widespread standard by the mid-20th century. The late 20th century saw the transition to bulbs, which offered superior light output and efficiency compared to earlier incandescents, facilitating brighter illumination for high-speed operations. By the 2010s, (LED) technology gained prominence for its energy efficiency, extended lifespan exceeding 50,000 hours, and reduced maintenance needs, with the issuing compliance guidelines in 2020 to support phased integration into systems while meeting visibility standards. In the , non-directional headcode lamps—used to classify train types via lamp positions—persisted through the era and into diesel operations until late 20th-century retrofits, when radio signaling and electronic systems largely supplanted them for route indication. Classification lights were phased out in the mid-20th century in favor of centralized traffic control (CTC) systems introduced in the 1920s-1930s, which automated signaling. By the 1960s-1970s, most US railroads discontinued them as timetable operations declined. Rear markers evolved from caboose lamps to electronic end-of-train (EOT) devices in the 1980s-1990s, mandated by federal regulations (49 CFR Part 221) for trains without cabooses to confirm integrity and provide visibility.

Technical Aspects

Light Sources and Technologies

Train light systems rely on fundamental optical principles to direct and focus illumination effectively over long distances and varied track conditions. Parabolic reflectors, often aluminized for high reflectance, position the light source at or near the focal point to collimate rays into a directed beam , minimizing and maximizing forward projection. This configuration shapes the into a controlled , ensuring even distribution while reducing from scattered rays. Light intensity in these systems is quantified in (cd), a measure of in a given direction, which allows engineers to assess beam effectiveness without specifying regulatory thresholds. The evolution of light sources in train lighting has progressed from incandescent bulbs, which generate light via filament heating but produce significant waste heat and have short lifespans typically under 1,000 hours, to more efficient alternatives. bulbs, an improved incandescent variant, offer brighter output at 100-200 watts while extending lifespan to over 5,000 hours through halogen gas recycling that reduces filament evaporation. In the , light-emitting diodes (LEDs) have become predominant due to their high energy efficiency (typically 30-50%) and minimal heat generation, with lifespans exceeding 50,000 hours. Power supply integration for train lights typically draws from the locomotive's batteries or auxiliary generators, ensuring reliable operation during transit. Common voltage standards include 32-volt and 64-volt DC systems, with batteries comprising series-connected cells to match these levels for direct powering of lamps. Generators often output slightly higher voltages, such as 72 volts, to charge batteries and supply lights, accommodating voltage drops under load. Durability features in train light enclosures emphasize weatherproofing to withstand operational rigors, incorporating IP65-rated housings that seal against ingress and low-pressure jets while resisting moisture accumulation. These enclosures also incorporate vibration-resistant mounting and shock-proof materials to endure constant rail motion and impacts without compromising optical alignment or electrical integrity.

Installation and Operation

Train lights are physically mounted on locomotives and passenger or freight cars in designated positions to optimize visibility for operators, signals, and other rail users. Headlights are installed at the front-top of the lead to provide forward illumination, while auxiliary lights are positioned low-front on the same unit, forming a triangular pattern with the headlight for enhanced conspicuity at grade crossings. These auxiliary lights are mounted at least 36 inches above the top of the rail, with spacing of at least 36 inches apart if positioned more than 60 inches vertically below the headlight, or 60 inches apart if closer, ensuring effective coverage without obstruction. Rear tail lights, often integrated into end-of-train marking devices, are affixed to the trailing end of the rear car above the coupler, remaining unobscured by equipment or load to signal the train's termination. Operation of train lights relies on a combination of manual and automatic control systems integrated into the 's electrical setup. Headlights activate automatically whenever the lead is in use, with cab-mounted switches allowing engineers to dim them for yard operations or restricted speed conditions. Auxiliary lights remain steadily illuminated during movement above 20 mph at crossings but can switch to flashing mode (40-180 flashes per minute) via manual control, often linked to the horn for warning sequences. Rear marking devices operate continuously or flash based on ambient sensors, activating automatically in low visibility (below 1.0 per square meter) without manual intervention. Advanced control software further enables programmed modes, such as where paired lights pulse alternately—left and right out of phase—to maximize visual detection distance. Maintenance of train lights follows structured procedures to ensure reliability and compliance, including periodic inspections at crew change points or maintenance facilities. Bulb replacement cycles for traditional halogen lamps occur every 2,000 to 4,000 hours of operation, but LED fixtures extend this to approximately 50,000 hours, minimizing downtime and labor costs associated with frequent swaps. Alignment testing involves mounting the lights on a and using a goniophotometer to measure across horizontal and vertical angles (typically ±30 degrees at 0.5-degree increments), adjusting beams to meet peak requirements and proper aiming. Synchronization features, like alternating ditch light pulses, are checked during these sessions by simulating horn activation to verify phased operation, preventing visibility degradation from misalignment or faulty wiring.

Regulatory Standards

North American Regulations

In North America, train light regulations are primarily governed by the (FRA) and , emphasizing visibility and safety at grade crossings and along tracks. Under FRA regulations in 49 CFR § 229.125, locomotives used in road service must be equipped with headlights that produce a peak intensity of at least 200,000 candela, at least 3,000 candela at an angle of 7.5 degrees from the centerline, and at least 400 candela at 20 degrees from the centerline, ensuring illumination of a person at least 800 feet ahead when aimed horizontally within 2 degrees. These requirements apply to lead locomotives to enhance forward visibility for operators and conspicuity for roadway users. For yard service locomotives, the standards are less stringent, requiring a minimum of 60,000 candela to illuminate at least 300 feet ahead, accommodating the lower speeds and confined operations in switching yards. The FRA also mandates auxiliary lights, known as ditch lights, on lead locomotives operating over 20 at public highway-rail grade crossings, effective December 31, 1997. These lights must operate in tandem with the primary headlight—either steadily or in a flashing mode—to improve train detection by motorists from a distance, reducing collision risks at crossings. Ditch lights are positioned low on the , typically near the track level, to reflect off surfaces and enhance during activation. In , aligns closely with FRA standards but implemented ditch light requirements earlier, mandating them nationwide in the 1970s following incidents highlighting visibility needs. Current rules require locomotives to have two ditch lights in the direction of travel, each producing at least 200,000 , similar to U.S. headlight intensity thresholds, to ensure comparable safety across shared rail networks. These provisions support cross-border operations while prioritizing grade crossing protection in both countries.

European and Other Standards

In the , the Railway Group Standards, administered by the Rail Safety and Standards Board (RSSB), mandate specific visibility requirements for train lights to protect the public and trackside workers. Under GMRT2131, trains must incorporate front headlights and rear tail lights designed to ensure clear identification from appropriate distances, with modern implementations favoring LED-based daylight units for daytime front-end visibility. On certain routes like the , three red rear lights are required to mark the train's end, enhancing rear visibility in urban environments. The European Union's Technical Specifications for (TSI) for locomotives and passenger (LOC&PAS) establish harmonized rules across member states to promote safe cross-border operations. These specifications require white front-end lights for all trains to indicate direction and presence, positioned to provide symmetrical visibility. At the rear, passenger trains must display two steady red lights at the same height above the buffers on the transversal axis, while freight trains follow similar red marker requirements to denote the train's termination. For high-speed rail lines, TSI aligns with these steady markers but permits supplementary devices like electronic end-of-train indicators in national implementations to verify train integrity. In other regions, standards reflect local operational needs and infrastructure. Indian Railways primarily employs electric systems powered by lead-acid batteries charged via axle-driven generators, supplying incandescent or fluorescent lamps throughout coaches. As of 2025, is transitioning to LED lighting in passenger coaches to enhance energy efficiency, with over 90% of non-AC coaches equipped with LED bulbs by mid-2024. Australian standards, outlined in AS 7531 for lighting and visibility, require front and rear end markers on both passenger and freight trains, aligning closely with EU TSI for marker configurations but mandating additional supplementary lighting—such as high-intensity LED or flashing beacons—on freight consists to boost detection at passive level crossings in remote areas. International variations in visibility often stem from network density; for instance, in densely packed Asian systems like Japan's, light standards prioritize shorter-range detection suited to frequent stops and urban proximity, contrasting with longer-distance requirements in sparser networks. In contrast to North American mandates for auxiliary ditch lights, these European and other standards emphasize integrated steady markers for consistent signaling.

Types of Train Lights

Illumination Lights

Illumination lights on trains primarily consist of headlights and auxiliary lights, which are mounted on of locomotives to provide general and illuminate the tracks ahead during operation. Headlights serve as the main source of forward illumination, enabling engineers to detect obstacles, signals, and track conditions in low-light environments. These lights are typically dual-beam systems, allowing for a high beam to maximize distance illumination and a low beam to reduce glare for oncoming traffic or in restricted areas. , federal regulations mandate that headlights produce a peak intensity of at least 200,000 , with sufficient output to illuminate a person at least 800 feet ahead, ensuring safe navigation at typical train speeds. Ditch lights, also known as auxiliary lights, are a pair of low-mounted fixtures positioned below the primary headlights to enhance visibility at grade crossings and along the right-of-way. Introduced in the early by in its western mountainous regions, these lights were initially removable and deployed on specific routes, such as between , and , to improve detection by motorists and trackside personnel. They operate by pulsing alternately, creating a flashing effect that draws attention without relying on color coding, and have since become a standard safety feature across North American railroads, mandated by the to broaden the visual warning envelope. Early train illumination systems featured design variations, including fixed beams for steady and rotating or oscillating mechanisms to sweep light across a wider area, particularly on steam-era locomotives where provided dynamic coverage to alert road users. These older rotating systems, developed in , aimed to simulate a broader signal but were phased out due to maintenance complexities and standardization efforts. Modern designs have shifted to fixed LED arrays, which offer consistent beam patterns, energy efficiency—using as little as 20 watts compared to hundreds for traditional bulbs—and compliance with visibility standards through precise that maintain a focused, non-oscillating output.

Signaling Lights

Signaling lights on trains serve to communicate essential information about the train's status, class, priority, or position to other rail users, such as oncoming trains, signal operators, or maintenance crews, thereby enhancing operational safety and coordination. These lights typically employ colored markers positioned on the front or sides of locomotives, using standardized color codes that vary by region and historical practice. Unlike illumination lights focused on visibility, signaling lights prioritize through color and placement. In historical U.S. practice, classification lights were mounted above the headlights on locomotives to denote type under the timetable-and-train-order . A white light indicated an "extra" not scheduled in the timetable, requiring special to operate; a green light signified a second section following a scheduled ; and a light marked the end of the . These electric or oil-lit markers replaced daytime flags of corresponding colors and were essential for preventing collisions in manual signaling eras. Although the was phased out in the late with the adoption of and radio communications, marker lights have been retained on some modern locomotives, such as those operated by , to indicate the trailing end of a consist when the unit is not leading. Marker lights, often positioned on the front or sides of trains, help indicate the train's length, type, or leading direction, with configurations adapted to regional standards. In , under the Technical Specifications for Interoperability (TSI), front-end units with driver's cabs must display three white marker lamps—two lower ones spaced at least 1,000 mm apart and a central upper one—to denote the leading end and ensure detectability. These white lights are standard across and freight trains for , though historical and national variations have included green markers in some systems to distinguish services from freight, such as green side markers on certain formations to signal priority or composition. Rear red markers briefly reference the train's termination, complementing front signaling by confirming completeness. In the , head codes represent a specialized form of signaling lights evolved for route identification and train classification. Originating in the mid-19th century under standards, these began as oil lanterns placed in specific positions on the front—such as on the or buffer beam—to indicate train class (e.g., express or freight) and route, with up to four lamps in combinations for clarity at night. By the early , daytime visibility led to the adoption of numbered or colored discs alongside lamps, standardized post-1921 Railways Act into classes like "1" for express trains. With the transition to diesel and electric traction in the 1950s and 1960s under British Railways, head codes shifted to illuminated four-character alphanumeric displays on cabs, encoding reporting numbers for automated routing and scheduling, a practice that persists in modern electronic forms on high-speed and freight services.

Safety and Emergency Lights

Safety and emergency lights on trains are designed to alert personnel and other trains to hazardous conditions, particularly during sudden stops or when locomotives are operating without onboard . Emergency lights typically consist of flashing or oscillating signals located on the ends of locomotives. These lights are activated to indicate that the has stopped abruptly, potentially adjacent tracks, and require approaching trains to stop immediately until the situation is cleared. According to Union Pacific's General Code of Operating Rules (GCOR) Rule 5.9.7, an oscillating or flashing light on the leading engine serves as a signal for other trains to halt, ensuring safe clearance before proceeding. Strobe lights provide another critical layer of visibility for , particularly on unoccupied remote-control locomotives. These high-intensity white flashers are mounted on the and pulse to signal that the unit is operating remotely, alerting yard workers and others to exercise caution and prevent collisions with the uncrewed equipment. While not federally mandated under a specific for remote-control locomotives, strobe lights are commonly used and may comply with general auxiliary light standards including optional flashing at a rate of at least 40 times per minute and no more than 180 times per minute, with an intensity of at least 200,000 if arranged as such. operations require daily inspections of and control systems per § 229.21, with strobe lights maintained as part of general locomotive inspections. The deployment of these safety and emergency lights has demonstrated measurable impacts on reducing accidents, particularly at grade crossings. For instance, auxiliary lights like ditch lights—briefly cross-referenced here for their role in emergency visibility—have been shown to lower the incidence of vehicle-train collisions by approximately 29%, with fatalities reduced by 44%, according to a U.S. study analyzed in transportation safety research. This underscores the broader emergency context where dynamic lighting enhances detection during hazard warnings, contributing to overall operational safety without relying on steady signals.

Rear and Termination Lights

Rear and termination lights on trains serve to indicate the end of the train formation, enhancing rearward visibility to prevent collisions and ensure safe operations. In , these typically consist of paired red lights mounted on the last , positioned above the coupler and required to be highly visible under all weather conditions, with ranging from 100 to 1000 for steady or flashing operation. These lights must activate during periods of low visibility, such as one hour to one hour after sunrise or when a silhouette is not discernible from half a mile on tangent track, often supplemented by reflectors for daytime use. End-of-train (EOT) devices represent a modern evolution of termination indicators, particularly in the United States, where they are mandated for freight trains under (FRA) regulations. These battery-powered units attach to the rear coupler and feature flashing red lights alongside telemetry capabilities to monitor brake pipe pressure, with the device not to be used if the difference between front and rear readings exceeds 3 pounds per . Two-way EOTs, required for new purchases since 2001, enable remote emergency brake activation from the rear within one second, improving safety on long trains. Railroads like BNSF employ advanced EOTs with integrated LED lighting for enhanced durability and efficiency. In , rear termination lights adhere to the EN 15153-1 standard and Technical Specifications for (TSI), requiring two red tail lamps at the train's rear, positioned 1,500 to 2,000 mm above the rail with centers at least 1,000 mm apart. These lamps provide continuous or flashing red light with specified to ensure visibility, often integrated into the train's fixed lighting system rather than portable devices. Unlike U.S. EOTs, European systems emphasize marker lamps for end indication without mandatory , focusing on across networks. Red classification lights may also denote the train's end in some configurations. Historically, train rear lights evolved from oil lanterns in the , which were manually placed on the last car to signal the train's termination using kerosene flames visible at night, to electric versions by the mid-. This shift improved reliability, with battery-powered electric lanterns replacing oil models around the 1930s to 1950s, paving the way for today's automated LED and telemetry-integrated systems that vary by railroad and region. U.S. railroads adopted EOT devices in the late following FRA mandates, while European practices transitioned through standardized electric markers under UIC guidelines.

Passenger Compartment Lights

Passenger compartment lights in trains are essential for ensuring , comfort, and safety within the interior spaces of passenger cars. These lights primarily consist of overhead fixtures, strip along aisles, and specialized indicators at entry points, utilizing energy-efficient technologies such as LEDs to meet operational demands while minimizing power consumption. Door indicator lights, typically positioned above external s on passenger cars, serve to signal door status to both passengers and crew. These lights illuminate steadily in green or white when the door is open, allowing clear from the platform, and flash in red or amber during the closing sequence to warn passengers of potential hazards and prevent entrapment. Such indicators comply with railway signaling standards for rail vehicles, including for electronic equipment reliability. Manufacturers like TSL-ESCHA provide models such as the PL13 series, where green denotes a normal stop request, red signals active door operation, and yellow indicates a defect, enhancing passenger awareness during boarding and alighting. For interior applications, white LED strips are widely adopted for aisle and general compartment lighting, offering uniform illumination across seating areas and walkways without excessive glare. These strips, often integrated into or wall panels, provide flexible installation in various car designs and support dimming functions to adjust brightness based on time of day or ambient conditions; in some systems, this dimming is coordinated with HVAC controls to balance passenger comfort and energy efficiency during varying operational phases. LED solutions from providers like LPA Group include smart modules compliant with EN 45545-2 standards, ensuring durability in environments. In terms of safety, passenger compartment lights play a critical role in preventing boarding accidents, particularly in low-light conditions at stations or during night operations, by maintaining adequate visibility at door thresholds and along pathways. European standards under EN 13272-2:2019 require an average of at least 150 on horizontal surfaces at access steps and 100 in passenger areas and aisles, with a uniformity ratio where the minimum is no less than 0.4 times the average to avoid shadows that could lead to trips or falls. In the event of normal power failure, emergency lighting systems automatically activate to provide an average of at least 10.7 in passenger aisles and near doors, with a minimum of 1.1 at any point in aisles, as specified in U.S. regulations under 49 CFR § 299.417.

References

  1. https://www.ecfr.gov/current/title-49/subtitle-B/chapter-II/part-229
  2. https://www.ecfr.gov/current/title-49/subtitle-B/chapter-II/part-221
  3. https://www.federalregister.gov/documents/2003/08/19/03-21136/railroad-locomotive-safety-standards-clarifying-amendments-headlights-and-auxiliary-lights
  4. https://railroads.dot.gov/elibrary/compliance-testing-locomotive-led-headlights-and-auxiliary-lights-phase-iv
  5. https://www.govinfo.gov/content/pkg/CFR-2011-title49-vol4/pdf/CFR-2011-title49-vol4-sec229-133.pdf
  6. https://www.trains.com/trn/train-basics/abcs-of-railroading/locomotive-classification-lights/
  7. https://www.ecfr.gov/current/title-49/subtitle-B/chapter-II/part-221/subpart-B
  8. https://www.govinfo.gov/content/pkg/CFR-2014-title49-vol4/pdf/CFR-2014-title49-vol4-sec229-135.pdf
  9. https://www.presentationmagazine.com/history-railway-locomotive-headlamp-16257.htm
  10. http://www.multimodalways.org/docs/railroads/RRorgs/AAR/AAR%20Chronology%20US%20RRs%204-1981.pdf
  11. https://www.motat.nz/collections-and-stories/stories/motats-well-travelled-locomotive-oil-headlamp/
  12. https://www.trainweb.us/gyra/history.htm
  13. https://amglo.com/from-steam-engines-to-modern-locomotives-lighting-has-always-been-essential/
  14. https://railroads.dot.gov/sites/fra.dot.gov/files/2020-10/Loco%2520LED%2520Phase%25201-A.pdf
  15. https://janfordsworld.blogspot.com/2017/02/british-locomotive-headcodes.html
  16. https://opg.optica.org/ao/fulltext.cfm?uri=ao-57-6-1305
  17. https://www.compuphase.com/electronics/candela_lumen.htm
  18. https://www.railwayage.com/news/year-round-illumination-led-vs-halogen-vs-incandescent/
  19. https://www.progressiverailroading.com/c_s/article/LEDs-An-illuminating-experience-for-suppliers--15031
  20. https://www.nature.com/articles/s41438-020-0283-7
  21. http://www.railway-technical.com/trains/rolling-stock-index-l/train-equipment/
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  24. https://assets.new.siemens.com/siemens/assets/api/uuid:3c66c0dc-294c-40bb-b3fd-204777ad79ec/dfcp-b10083-00-7600-ws-railway-components-144.pdf
  25. https://www.ecfr.gov/current/title-49/subtitle-B/chapter-II/part-229/subpart-C/subject-group-ECFR4aa004644ff4be4/section-229.125
  26. https://www.ecfr.gov/current/title-49/subtitle-B/chapter-II/part-221/section-221.13
  27. https://www.ecfr.gov/current/title-49/subtitle-B/chapter-II/part-229/subpart-C/subject-group-ECFR4aa004644ff4be4/section-229.133
  28. https://railroads.dot.gov/sites/fra.dot.gov/files/2020-10/Loco%20LED%20Phase%201-A.pdf
  29. https://tc.canada.ca/en/rail-transportation/rules/railway-locomotive-inspection-safety-rules/locomotives-design-requirements-part-ii
  30. https://www.law.cornell.edu/cfr/text/49/229.125
  31. https://www.rssb.co.uk/standards-catalogue/CatalogueItem/GMRT2131-Iss-1
  32. https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:32019R0773
  33. https://irieen.indianrailways.gov.in/uploads/files/1302580505523-Train%20Lighting%20Book.pdf
  34. https://www.railway-technology.com/news/indian-railways-led-lighting/
  35. https://www.athra.asn.au/wp-content/uploads/2024/10/AS-7531-Rolling-stock-lighting-and-visibility.pdf
  36. https://www.onrsr.com.au/industry-information/train-visibility-review
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  38. https://www.trains.com/trn/railroads/history/the-history-behind-a-locomotives-ditch-lights/
  39. https://www.american-rails.com/ditch-lights.html
  40. https://www.american-rails.com/mars.html
  41. https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32014R1302
  42. https://sremg.org.uk/headcodes/sheadcodes.html
  43. https://www.world-of-railways.co.uk/techniques/locomotive-lamps-a-beginners-guide
  44. https://www.up.com/ert/gcor.pdf
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  46. https://railroads.dot.gov/sites/fra.dot.gov/files/2020-05/MPEComplianceManual2013.pdf
  47. https://www.sciencedirect.com/science/article/pii/S0003687022000904
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  50. https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:02014R1302-20200311
  51. https://standards.iteh.ai/catalog/standards/cen/fbdb6350-4282-40bf-a95d-538f2305a4e4/en-15153-1-2020
  52. https://trainmuseum.org/virtual-exhibits/vex1/toc.htm
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