Control car

For other uses, seeControl cab.

Acontrol car,cab car(North America),control trailer,ordriving trailer(UK, Ireland, Australia and India) is a non-powered rail vehicle from which a train can be operated. As dedicated vehicles or regular passenger cars, they have one or two driver compartments with all the controls and gauges required to remotely operate the locomotive, including exterior locomotive equipment such ashorns,bells, ploughs, and lights. They also have communications and safety systems such asGSM-RorEuropean Train Control System(ETCS). Control cars enablepush-pulloperation when located on the end of a train opposite itslocomotiveby allowing the train to reverse direction at aterminuswithout moving the locomotive or turning the train around.

ModernGermanInterCitySteuerwagencontrol car

Control cars can carry passengers, baggage, and mail, and may, when used together with diesel locomotives, contain anengine-generatorset to providehead-end power(HEP). They can also be used with apower caror arailcar.

European railways have used control cars since the 1920s; they first appeared in the United States in the 1960s.

Control cars communicate with the locomotive via cables that arejumpedbetween cars. North America and Ireland use a standardAAR27-wiremultiple unitcable, while other countries use cables with up to 61 wires. A more recent method is to control the train through aTime-Division Multiplexed(TDM) connection, which usually works with two protected wires.

North America

An NCTDCoasterBombardier Bi-Levelcab car inSanta Fe Depot

AGO Transittrain with a cab car in Brampton, Ontario

In North America,cab carsare used primarily forcommuter railand, less frequently, for longer distance trains. There are both single and bilevel models; styling ranges from blunt ends to newer, more aerodynamic, streamlined cabs. They may be very similar to regular coaches, to the point of including a gangway between cars so that they could be used in the middle of a passenger train like a regular coach if necessary.

TheChicago and North Western Railwayhad 42 control cabs built byPullman-Standardin 1960, which eliminated the need for its trains or locomotives to be turned around.It was an outgrowth of multiple-unit operation that was already common on diesel locomotives of the time. TheCanadiantransit agencyExouses control cars on all its trains. Amtrak also has a number ofex-Budd Metroliner cab cars,which are used primarily for push pull services on theKeystone ServiceandAmtrakHartford Line.TheLong Island Rail Roaduses cab cars on itsC3double deck coaches.

During the mid-1990s, as push-pull operations became more common in the United States, cab-cars came under criticismfor providing less protection to engine crews duringlevel crossingaccidents. This has been addressed by providing additional reinforcing in cab cars. This criticism became stronger after the2005 Glendale train crash,in which aMetrolinkcollided with aJeep Grand Cherokeeat a level crossing in California. The train was traveling with its cab car in the front, and the train jackknifed.Eleven people were killed in the accident, and about 180 were injured. Ten years later, in early 2015,another collisionoccurred inOxnard, California,involving one of Metrolink's improved "Rotem"cab cars at the front of the train hitting a truck at a crossing. The truck driver left his vehicle before the impact, but the collision resulted in multiple car derailments and further cars jackknifing causing widespread injury.

Converted locomotives

Amtrak NPCU No. 90221 on theHiawatha

From the 1970s until 1999, theLong Island Rail Roadused a number of older locomotives converted to "power packs". The original prime movers were replaced with 600 horsepower (450 kW) engines/generators solely for supplying HEP with the engineer'scontrol standleft intact. Locomotives converted includedAlco FA-1s and FA-2s,EMD F7s,and oneF9.One FA was further converted into a power car for theC1 bi-level carsin 1991. The railroad has since switched to classic cab cars with aDE30AC/DM30AClocomotive on some trains. Longer trains require two engines, one on each end.

Until the 1980s,Ontario'sGO Transithad a similar Auxiliary Power Unit (APU) program for EMD FP7s. They were frequently used with GP40-2Ws and GP40M-2s, which lacked HEP to power trains. They also found use with HEP-equippedGP40TCsand F40PHs, and were sometimes leased to other railroads. They were eventually retired in 1995 upon the arrival of theEMD F59PHsand subsequently scrapped, except for one F7A and one F7B, which were sold toTri-Railand theOntario Northland Railway,respectively.

MARChad a former F7 unit, #7100, also converted into an APCU, or All-Purpose Control Unit, which occasionally substituted for a cab car. It was rebuilt with a HEP generator, newer cab controls, and fitted with aNathan Airchime K5LA.It was used up until the late 2000s, and was donated to theB&O Railroad Museumin 2010.

Amtrakdeveloped their Non-powered Control Unit (NPCU) by removing the prime mover, mainalternator,and traction motors from surplusEMD F40PHlocomotives. Thecontrol standwas left in place, as were equipment allowinghorn,bell, and headlight operation. A floor and roll-up side-doors were then installed to allow for baggage service, leading to the nickname "cab-baggage cars" or "cabbages".

Six NPCUs rebuilt forCascadesservice in the Pacific Northwest do not have the roll-up side doors, because theTalgosets on which they operate have a baggage car as part of the trainset, though #90230, #90250, and #90251 were later fitted with these doors. #90250 was originally painted in theCascadesscheme, but was later repainted into Phase V livery.

Four NPCUs, #90213, #90214, #90220 and #90224 are exclusively used on theDowneaster.These units have Downeaster logos applied to the front and the sides of the units.

Three NPCUs are designated for use onAmtrak Californiaservices. They are painted in a paint scheme similar to the old with blue-and-teal striped livery used byCaltrainbetween 1985 and 1997.

In 2011, Amtrak F40PH 406 was converted to an NPCU to enablepush-pulloperation of Amtrak's 40th-anniversary exhibit train; in addition a HEP generator was installed to supply auxiliary electricity. Unlike other NPCUs, the 406 resembles an operational F40PH externally and initially retained its original number.But as of 2024, it was renumbered to 90406 to avoid duplicate numbering with the ALC-42s.

In 2017,NCDOTstarted a Cab Control Unit (CCU) program using ex-GOF59PHs.These are used on thePiedmont.

In 2023, Amtrak began testing a former HHP-8 locomotive as a cab car with the aim of supplementing or replacing the existingex-Metroliner cab carsuntil theAirofleet arrives.

In 2024, Amtrak started converting theirGE P42DClocomotives into Non-Powered Control Units, starting with Amtrak P42DC #184, which is now Amtrak P42C #9700.

• 
  A typical builtMafersacab carwith aP40DCatOld Saybrook
• 
  Pacific Surflinercab carin 2018
• 
  NJ TransitComet VatDunellen
• 
  Amtrak9645 atLancaster stationin August 2017
• 
  Hyundai Rotem cab car with full upper cab.
• 
  LIRR600, an FA-2 converted into a "power pack"
• 
  Amtrak CascadesNPCU (formerly a F40PH) at King Street Station (Seattle, WA)

Europe

There are many examples of this type of vehicle in operation inEurope.

Austria

• 
  NPZEMU Steuerwagen of theMontafon RailwayinSchruns
• 
  The Steuerwagen of the Austrian CityShuttle inLower Austria
• 
  ÖBBRailjetSteuerwagen
• 
  CATSteuerwagen in Mannswörth

Belarus

In Belarus, as part of push-pull trains, control and intermediate cars fromDR1DMUs manufactured by theRiga Machine-Building Plant(RVR) are used. After the decommissioning of power cars, some of them were converted into control cars by replacing the engine room with a passenger compartment, and at the other end of a train, one unit of2M62 or 2M62U diesel locomotivesstarted to use instead of another DR1 power car. Later, the control cars of DRB1 trains began to be produced by RVR initially for push-pull trains on a par with DMUs. RVR also produced DRB2 control cars for such trainsets, which a similar to control cars of theER9EMUs.

• 
  DRB1m-07 push-pull trainset with a control car, derived from an early-producedDR1DMU
• 
  DRB1-04 push-pull trainset with a control car similar to control car of DR1 DMU
• 
  A push-pull train with DRB2 control car and DDB1 intermediate trailers

Belgium

M6 double-deck driving carriage atBrussels-North railway station

NMBS/SNCBmake extensive use of push-pull operation. Trains are powered byclass 21class 27orclass 18electric locomotives and are operated in one direction from a driving carriage.

Czech Republic

In the Czech Republic, these control cabs were hardly used in the past. The main reason was concerns about the greater tendency of trainsets that do not have a traction unit at the head of the train toderail.Earlier legislation considered such a train to be sunk and for this reason the speed of such a train was limited to 30 km/h (19 mph).

• 
  Theprototypeof the Class 912 control cab inKladno
• 
  Class 914inČeská Třebová railway station
• 
  This control cab in an old but different livery
• 
  Class 943 control cab inOstrava-Kunčice
• 
  The picture, showing that this can be also used with a railcar
• 
  Class 961 control cab inBrno-Královo Pole

Finland

Cab carEdoatPasila

TheVRfleet includes 12 cab cars (Finnish:ohjausvaunu), classified as Edo.

France

Corail driving carriage atStrasbourg station

TheCorailfleet includes 28voitures-pilote,classified as B⁶Dux.

Denmark

The DanishABswere acquired in 2002. The control car is manufactured by Bombardier. They are to be upgraded forERTMS,starting 2019.

Germany

The first German attempts to use control cars (German:Steuerwagen) and remote control-equipped steam locomotives were beforeWorld War IIby theDeutsche Reichsbahn(DRB). The driver's control instructions were transmitted from the control car to the locomotive by aChadburn-typemachine telegraph (similar to engine order telegraphs onships). The order had to be immediately acknowledged and implemented by the automatic firebox controllers. This indirect control was judged as impractical and unsafe, because, although the driver controlled the brake directly, the danger existed that in an emergency the locomotive would continue supplying "push" power for some time and possibly derail the train.

Attempts to use electric locomotives (beginning with a convertedE 04class model) were more promising, as the engine driver could control the locomotive directly. World War II interrupted the test program, despite good successes. Only after the war would control car operation be slowly accepted, when locomotives and suitably equipped cars became available.

The length of train consists in push-pull operations was originally limited to 10 cars for reasons of guidance dynamics. A speed limit of 120 km/h (75 mph) was also imposed, rising to 140 km/h (87 mph) in 1980. This was not an operational hindrance, as push-pull trains were generally initially used in six-car commuter trains.

Only since the mid-1990s have long-distance trains, which can have up to 14 cars and travel at speeds of 200 km/h (120 mph), been operated with control cars. A special circumstance is theICE 2,which may operate with the control car in the lead at up to 250 km/h (160 mph) on the recently builthigh-speed lines.

• 
  ICE2 Steuerwagen atCologne Bonn Airport
• 
  Different livery on a double-decker German Steuerwagen
• 
  Wittenberger Steuerwagen operated byNational Express Germany
• 
  Modern German version in an older livery
• 
  Frontal view of the German model
• 
  A German intercity train clearly showing the locomotive driving from the rear

Hungary

Control cars inHungaryare present since the 1960s. The first type of control cars used byMÁV,that is still used on low traffic branch lines was the BDt (then called BDat) series, with the BDt 100 series being capable of travelling with diesel (and formerly with steam) engines (most notably the M41 series), and the BDt 300 series being capable of travelling with electricV43series engines. These carriages were built by the MÁVDunakesziMain Workshop between 1962 and 1972.

Most of the BDt 100 series, with lack of function after theBzmotseries overtook the shrinking number of unelectrified branch lines, were converted to BDt 400 series by the Dunakeszi Main Workshop, now led byBombardier,in 2005 (after a prototype series of 7 built in 1999). They are only compatible with the V43 2xxx series, as only they have digital remote control.

With the purchase of the formerEast Germancarriage series from theDB,called "Halberstadters", 27 control cars serialed Bybdtee arrived in Hungary. Although a V43 3xxx series was introduced that has special remote control compatible to these control cars, because of the Halberstadters' rare use as branch line carriages, they are rarely used as effective control cars, and are more frequently seen as a regular carriage because of their bicycle storage space.

There are more carriages that are technically separate control cars, like the Bdx series that were part of the (now deleted from rolling stock) MDmotDMUseries, or the Bmxt series that is part of the BDVmot and BVhmotEMUseries, but they are considered and treated as a part of their DMU and EMU unit respectively.

• 
  Control car MÁV BDt 322, still the series of control cars with the largest active number in Hungary, now mainly used on electrified rural lines
• 
  Prototype control car MÁV BDt 405 in its original, grey-yellow-blue livery (now repainted to the fleet color visible on the carriage behind)
• 
  Control car MÁV BDt 406, the most recent control car used on lines surrounding Budapest
• 
  MÁV Bybdtee series, used rarely as an actual control car

Ireland

Mark 4 DVT at Limerick Colbert Station in 2006

Iarnród Éireannoperates two classes of push-pull trainsets, each with its own Control Car:

• De Dietrich (Enterpriseservice) with driving cab containingEMDcontrol stand, luggage compartment and passenger seating. On this set, train heating was supplied from the locomotiveHead End Power System,but this led to reliability issues on the 201 Class locomotives, so Mark 3 Generator vans have replaced one of the De Dietrich standard class coaches in the formation since September 2012.
  • Numbered 9001–9004
• CAF (Mark 4) with driving cab containing replica locomotive control stand, luggage compartment and twin engine / generator sets for train heating. No passenger seating is provided.
  • Numbered 4001–4008

All Mark 4 Control Cars have full-sized driving cabs with EMD locomotive type power and brake controls. Locomotive control is by means of anAARsystem, modified by Iarnród Éireann (IÉ) to include control of train doors and operate with201 Classlocomotives.

Iarnród Éireann formerly operated Mark 3 Control Cars from 1989 until 2009:

• Mark 3s with driving cab containing replica locomotive control stand, luggage compartment, underslungCumminsengine / generator set for train heating and passenger seating.
  • Numbered 6101–6105, converted fromMark 3InterCity cars for suburban push-pull services. These were withdrawn in September 2009 following the introduction of22000 Class InterCity Railcars.These units have since been scrapped apart from 6105 which has been preserved by the West Clare Railway.

Italy

In Italy, the first push-pull trains began to run after World War II.

At the time there were no systems to actually remote command the rearlocomotive,so an engineer had to take place in it and command traction, following instructions (via an apposite intercom) given by the other driver, who remained in the front car, commanding brakes and sighting signals. This lasted until the adoption of the 78-wire cable in the 1970s, which enabled full remote commanding from control cars.

Today push-pull trains are very common, and different kinds of control cars are employed:

• UIC Z1control cars.
• MDVCtype control cars, with aerodynamic or communicating cabin.
• Piano ribassatotype control cars, with flat, refurbishedE464-like or communicating cabin.
• Doppio Pianotwo floors control cars.
• UIC-Xtype control cars.
• Vivaltotype control car.

These types allow full remote control of anyItalianlocomotive supplied with standard 78-wire cable, except for UIC Z1, which are used on IC services and are only able to commandclass E.402locomotives, and MDVC Diesel-specific version, usable only withclass D.445Diesel locomotives.

The same driving commands are used for both rheostatic and electronic locomotives, but their meanings change.

Vivaltotype control cars, at this time, can only remote commandClass E.464andClass E.632locomotives, because of software issues, though are able to command other locomotive types. Vivalto cars can also useTCNremote control cable.

Driving cars can be recognized because of the "np"in their identification number and usually also have a dedicated compartment for bicycle and luggage transportation.

There also are specificEMU/DMUnon-motorized units control cars, which (inTrenitalia) are classified as Le / Ln XXX with no significant difference between them and motorized units except the lack of traction motors.

• 
  Piano Ribassatodriving carriage with E.464-like cabin
• 
  Doppio pianodriving carriage atUdinestation in 1997
• 
  Control car UIC-Z1
• 
  Double-decker driving carriageVivalto
• 
  Trenordcab car MDVC

The Netherlands

The use of cab cars (Dutch: stuurstandrijtuig) in The Netherlands byNSis becoming rare due to the conversion of the sets to EMUs and the discontinued use of control cars onintercity directservices.

The use of a "virtualEMU"concept for some short-distance trains in the north of the country is where train sets are formed of a driving carriage, two or three intermediate carriages and aclass 1700electric locomotive. These train sets are diagrammed as if they were all EMUs resulting in formations with two locomotives, often at intermediate positions in the train. Most of the train sets have been converted into double-decker EMUs calledDDZ.

Poland

In Poland, the term used is "wagon sterowniczy", which literally means "control carriage".

Pesa Sundeck 316B Control Car

Koleje Mazowieckieuse driving trailers on their regional services. The first batch ofdouble-deckerdriving trailers and cars, the TwindexxBombardier Double-deck Coaches,was delivered in 2008.The second batch,PESA-made Sundecks, was delivered at the end of 2015.

Slovakia

ZSSK Class 951

In 2011, the state-owned Slovakian railway operatorZSSKintroduced a JNR-based passenger train operator; apush-pull operationtrain series manufactured byŠkoda Transportation,includingClass 381electric109Elocomotives and evenClass 263alternating-current locomotives, provides the vehicles utilised by the company. TheClass 951system train coaches remain introduced atBratislava hlavná stanica,which these generally operate in conjunction withcommuter railandregional rail.

Sweden

There has only been one type of control car in service in Sweden. Only three examples of theAFM7were made and they are currently in service withSJin theMälaren Valley.The Swedish word for control car ismanövervagnwhich literally means "manoeuvre car".

SJ AFM7

Switzerland

Swiss driving trailers operate in many different configurations. There are several models currently in service onS-Bahnnetworks as well as regional,InterRegio,andInterCityservices. These are operated by the federal railway system (SBB) as well as various private railroads throughout the country (including narrow gauge lines) and intoFrance,Germany, andItaly.

Driving trailers are classified after the UIC-lettering system, adding a "t,” givingBt(second class),BDt(second class + baggage),ABt(first + second class), orDt(baggage).

For Intercity trains there are the Bt IC that work together with EW IV and the double-deck version for theIC 2000trainsets, working withRe 460.

The Zürich S-Bahn trainsets withRe 450work in fix consists of Re 450 - B - AB - Bt but intermediate cars and driving trailers are numbered as coaching stock.

"NPZ" Regional and S-Bahn trains withRBDe 560usually have a matching Bt driving trailer. Replacement by an older BDt EW I/II is technically possible. Older driving trailers, mostly BDt EW I/II and a few remaining Dt of SBB can be used withRe 420andRBe 540and some motive power of private railways. In theory alsoRe 430and Re 620 can be controlled but these classes only work freight trains today.

TheBLSoperates four groups of driving trailers:

• ABt NPZ to go with RBDe 565 and RBDe 566 II (ex RM)
• Bt EW I 950-953, BDt 940-941, car-shuttle BDt 942-945, 946-949 and 939 can work with Re 425, Ae 4/4 and Re 465
• Bt EW III, BDt EW II (both ex SBB), Bt EW I 901-902 (ex Thurbo/MThB) and leased Dt from SBB can work with Re 420.5 ex SBB and BLS Re 465.
• Bt EW I 950–953, BDt 940–941, car-shuttle BDt 942–945, 946-949 and 939 can work with Re 425, Ae 4/4 and Re 465

Südostbahnhad a fleet of ABt for their BDe 4/4 but they will soon be fully replaced by FLIRTs. NPZ ABt exist for the two types of RBDe 566 SOB owns (566 071-076 ex BT and 566 077-080 ex SOB of the SBB-type). Nine BDt are used for the Voralpen-Express with Re 456, Re 446 orSBB-CFF-FFS Re 420.

The narrow gaugeZentralbahnABt can controlHGe 101 (ex SBB),De 110,BDeh 140 (ex LSE)and the new "SPATZ"ABe 130.

TheRhaetian Railway(RhB) has, besides the ABDt that work with Be 4/4 511-516, a group of driving trailers that can be used with their Ge 4/4 I, II and III locomotives. Three of them are specially fitted for Vereinacar shuttle trains.

TheMatterhorn-Gotthard-Bahn(MGB) has numerous driving trailers for almost all types of motive power. They work regional trains andcar shuttle trainsthrough theFurka Base Tunnel.

• 
  Double-decker Swiss IC 2000 Steuerwagen
• 
  S-Bahn Zürich double decker
• 
  Swiss NPZ Steuerwagen inBiel
• 
  The BLS Bt EW III (formerSwiss Express)

United Kingdom

In the United Kingdom,driving trailersmay have one or two driving cabs. They have been used for many decades, with theGreat Western Railwayoften usingautocoacheson branch line services. These allowed a train driver to remotely control the regulator and reverser of a suitably equipped locomotive. The fireman remained on the locomotive to operate the boiler and locomotive whistle. Locomotives were commonly sandwiched between a pair of autocoaches, allowing a maximum of four to be used.

Driving Trailers

Main article:Driving Brake Standard Open

A Driving Brake Standard Open orDBSOis a specially convertedMark 2passenger car. Initially operated byScotRailfrom 1979, they were operated onInterCityandAnglia Railwaysservices on theGreat Eastern Main Linefrom the late-1980s until 2006. Some have been refurbished for use onNetwork Railtest trains. Others were used byDirect Rail ServicesonCumbrian Coast linelocomotive hauled passenger trains under contract toNorthern Railuntil late 2018 when they were replaced by regularDiesel multiple units.

TheMark 5asets formerly operated byTransPennine Expressinclude a purpose built Driving Trailer.

• 
  DBSO 9710 inInterCitylivery atNorwich
• 
  DBSO inAnglia Railwayslivery
• 
  Mark 5a Driving trailer

Driving Van Trailer

Main article:Driving Van Trailer

A Driving Van Trailer orDVTis a more modern type of control car, purpose-built to include space for baggage and a guard's office. The DVT was developed in the late-1980s from the DBSO and designed to be used withMark 3sonWest Coast Main Lineservices andMark 4son theEast Coast Main Line.As of February 2021, Mark 3 DVTs are in service withChiltern RailwaysandNetwork Rail,with Mark 4 DVTs in service withLondon North Eastern Railwaywith some to be operated byTransport for Wales Railfrom 2021. Former operators of the Mark 3 DVTs areArriva Trains Wales,Greater Anglia,KeolisAmey Wales,Virgin Trains West CoastandWrexham & Shropshire.

• 
  Wrexham & ShropshireMark 3DVT atMarylebone station
• 
  GNERMark 4DVT atLeeds station

Oceania

Australia

NSW

All of the driving trailers are generally on much of the earlier rolling stock. Examples of these driving trailers were on some old (now most likely scrapped) red rattler cars along with C and K sets (4 trailers). The driving trailers from the K set were later converted to ordinary trailers. These can be noted by the positioning of the pantograph. On a single set the pantographs are placed on the second and third cars, and on an eight car train (2 sets combined) they're placed on the second, third, sixth and seventh cars. Some third Generation of Sydney Trains, Tangaras or T sets, have driving trailers but are equipped to supply electricity to the train though the use of a pantograph.

Waratahs (A sets) have two driving trailers (one at each end) with power trailers in between the driving and non-driving trailers.

South Australia

2100 class railcar are driving trailers, being placed in a 2-car consist with a 2000 class power unit, sometimes with a second trailer to make a 3-car consist-the power car would be placed in between the two trailers. As of 2018, only three of these trailers exist, the rest were scrapped. Two are preserved and one that was donated to South Australian Metropolitan Fire Service (cut-in half). Three 2000 class power units out of the twelve have had the same fate.

New Zealand

1906 72-seat 60ft 'motor train' built by New Zealand Railways with aNZR D class (1874)locomotive

Experiments with light railcars were aimed at cutting costs on lightly-used branch lines.Autotrainswere built in 1906and 1907and by 1925NZRhad 8 88-seat and 5 72-seat motor trains.In 1908 there was a motor train Auckland suburban service toOtahuhuand betweenMorrinsvilleandPutaruruin 1913.

InAuckland,Transdev Aucklandoperated 21DC class locomotivesand fourDFT class locomotives(owned byKiwiRail) in push-pull mode with 24 sets of 3-5 SA cars and an SD driving car with driving cab and remote controls (exBritish Rail Mark 2carriages rebuilt for suburban service), owned by Auckland Transport.The carriages were replaced with EMUs in July 2015.

Asia

Sri Lanka

A control car of a DMU inSri Lanka

Control cars are available on most Diesel multiple units operated bySri Lanka Railways.

Israel

Control cars exist on all push-pull trains operated byIsrael Railways,as well as their Siemens Desiro electric multiple unit sets.

India

Control cabs are generally found on DEMU's, EMU's and MEMU's in India.

See also

• Cab (locomotive)