Control car

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A control car, cab car (North America), control trailer, or driving 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 as horns, bells, ploughs, and lights. They also have communications and safety systems such as GSM-R or European Train Control System (ETCS). Control cars enable push-pull operation when located on the end of a train opposite its locomotive by allowing the train to reverse direction at a terminus without moving the locomotive or turning the train around.

Control cars can carry passengers, baggage, and mail, and may, when used together with diesel locomotives, contain an

.

European railways have used control cars since the 1920s; they first appeared in the United States in the 1960s.^[1]

Control cars communicate with the locomotive via cables that are jumped between cars. North America and Ireland use a standard AAR 27-wire multiple unit cable, while other countries use cables with up to 61 wires. A more recent method is to control the train through a Time-Division Multiplexed (TDM) connection, which usually works with two protected wires.

In North America, cab cars are used primarily for commuter rail and, 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.

The

double deck coaches.

During the mid-1990s, as push-pull operations became more common in the United States, cab-cars came under criticism[2]^[3] for providing less protection to engine crews during level crossing accidents. This has been addressed by providing additional reinforcing in cab cars. This criticism became stronger after the 2005 Glendale train crash, in which a Metrolink collided with a Jeep Grand Cherokee at a level crossing in California. The train was traveling with its cab car in the front, and the train jackknifed.^[4] Eleven people were killed in the accident, and about 180 were injured. Ten years later, in early 2015, another collision occurred in Oxnard, 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.

From the 1970s until 1999, the

Until the 1980s, Ontario's GO Transit had 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-equipped GP40TCs and F40PHs, and were sometimes leased to other railroads. They were eventually retired in 1995 upon the arrival of the EMD F59PHs and subsequently scrapped, except for one F7A and one F7B, which were sold to Tri-Rail and the Ontario Northland Railway, respectively.^[6]

MARC had 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 a Nathan Airchime K5LA. It was used up until the late 2000s, and was donated to the B&O Railroad Museum in 2010.^[7]

Amtrak developed their Non-powered Control Unit (NPCU) by removing the prime mover, main alternator, and traction motors from surplus EMD F40PH locomotives. The control stand was left in place, as were equipment allowing horn, 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 for Cascades service in the Pacific Northwest do not have the roll-up side doors, because the Talgo VI sets on which they operated had a baggage car as part of the trainset, though #90230, #90250, and #90251 were later fitted with these doors. #90250 was originally painted in the Cascades scheme, but was later repainted into Phase V livery. These units have since operated with standard Amtrak cars (Horizon and Amfleet) since the Talgo VI's retirement in 2020.

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

Three NPCUs are designated for use on Amtrak California services. They are painted in a paint scheme similar to the old with blue-and-teal striped livery used by Caltrain between 1985 and 1997.

In 2011, Amtrak F40PH 406 was converted to an NPCU to enable push-pull operation 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.^[8] But as of 2024, it was renumbered to 90406 to avoid duplicate numbering with the ALC-42s.

In 2017, NCDOT started a Cab Control Unit (CCU) program using ex-GO F59PHs.^[9] Five CCUs have been ordered, numbered 101-105. These are used on the Piedmont.

In 2023, Amtrak began testing a former

As of July 2024, eight total conversions are planned.

In 2024, Amtrak started converting their

Though not being completely converted to cab cars, similarly, Coaster in Southern California has a couple of their former F40PH units, those being 2103 and 2105 at the Pacific Southwest Railway Museum and Southern California Railway Museum, respectively, that currently have their prime movers drilled in and have to be used as cab cars via multiple unit operation.

• 
  A typical built Mafersa cab car with a P40DC at Old Saybrook
• 
  NJ Transit Comet V at Dunellen
• 
  Amtrak 9645 at Lancaster station in August 2017
• 
  WES commuter rail 2001 is the only cab car in a fleet of powered DMUs and is the 1st streamlined cab car in the US.
• 
  A Siemens Venture cab car for Via Rail, another example of a streamlined cab car.
• 
  Cab car of an articulated Talgo 8 set for Amtrak Cascades.
• 
  Bi level Pacific Surfliner cab car in 2018
• 
  Bi level Hyundai Rotem cab car with full upper cab and streamlined design.
• 
  LIRR 600, an FA-2 converted into a "power pack"
• 
  Amtrak Cascades NPCU (formerly a F40PH) at King Street Station (Seattle, WA)

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

• 
  Montafon Railway in Schruns
• 
  The Steuerwagen of the Austrian CityShuttle in Lower Austria
• 
  ÖBB Railjet

  Steuerwagen
• 
  CAT Steuerwagen in Mannswörth

In Belarus, as part of push-pull trains, control and intermediate cars from DR1 DMUs manufactured by the Riga 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 of 2M62 or 2M62U diesel locomotives started 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 the ER9 EMUs.

• 
  DRB1m-07 push-pull trainset with a control car, derived from an early-produced DR1 DMU
• 
  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

electric locomotives and are operated in one direction from a driving carriage.

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You can help expand this section with text translated from the corresponding article in Czech. (November 2021) Click [show] for important translation instructions. Machine translation, like DeepL or Google Translate, is a useful starting point for translations, but translators must revise errors as necessary and confirm that the translation is accurate, rather than simply copy-pasting machine-translated text into the English Wikipedia. Consider adding a topic to this template: there are already 222 articles in the main category, and specifying|topic= will aid in categorization. Do not translate text that appears unreliable or low-quality. If possible, verify the text with references provided in the foreign-language article. You must provide copyright attribution in the edit summary accompanying your translation by providing an interlanguage link to the source of your translation. A model attribution edit summary is Content in this edit is translated from the existing Czech Wikipedia article at [[:cs:Řídicí vůz]]; see its history for attribution. You may also add the template {{Translated|cs|Řídicí vůz}} to the talk page. For more guidance, see Wikipedia:Translation.

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 to derail. 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).

• 
  Class 914 in Česká Třebová railway station
• 
  Class 943 control cab in Ostrava-Kunčice
• 
  Class 961 control cab in Brno-Královo Pole

The VR fleet includes 42 cab cars (Finnish: ohjausvaunu), classified as Edo.^[13]

Strasbourg station

The Corail fleet includes 28 voitures-pilote, classified as B⁶Dux.

The Danish

Germany

The first German attempts to use control cars (German: Steuerwagen) and remote control-equipped steam locomotives were before World War II by the Deutsche Reichsbahn (DRB). The driver's control instructions were transmitted from the control car to the locomotive by a Chadburn-type machine telegraph (similar to engine order telegraphs on ships). 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 converted

class 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 the ICE 2, which may operate with the control car in the lead at up to 250 km/h (160 mph) on the recently built high-speed lines.

• 
  ICE2 Steuerwagen at Cologne Bonn Airport
• 
  Wittenberger Steuerwagen operated by National Express Germany
• 
  A German intercity train clearly showing the locomotive driving from the rear

Control cars in

Most of the BDt 100 series, with lack of function after the

, 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 former East German carriage series from the DB, 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) MDmot DMU series, or the Bmxt series that is part of the BDVmot and BVhmot EMU series, 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

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

• De Dietrich (Enterprise service) with driving cab containing EMD control stand, luggage compartment and passenger seating. On this set, train heating was supplied from the locomotive Head 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 an

locomotives.

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

• Mark 3s with driving cab containing replica locomotive control stand, luggage compartment, underslung Cummins engine / generator set for train heating and passenger seating.
  • Numbered 6101–6105, converted from
    22000 Class InterCity Railcars
    . These units have since been scrapped apart from 6105 which has been preserved by the West Clare Railway.

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 rear locomotive, 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 Z1 control cars.
• MDVC type control cars, with aerodynamic or communicating cabin.
• E464
  -like or communicating cabin.
• Doppio Piano two floors control cars.
• UIC-X type control cars.
• Vivalto type control car.

These types allow full remote control of any

class D.445

Diesel locomotives.

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

Vivalto type control cars, at this time, can only remote command

Class E.632

locomotives, because of software issues, though are able to command other locomotive types. Vivalto cars can also use

TCN

remote 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 specific

DMU non-motorized units control cars, which (in Trenitalia

) are classified as Le / Ln XXX with no significant difference between them and motorized units except the lack of traction motors.

Wikimedia Commons has media related to Driving railway carriages of Italy.

• 
  Piano Ribassato driving carriage with E.464-like cabin
• 
  Doppio piano driving carriage at Udine station in 1997
• 
  Control car UIC-Z1
• 
  Double-decker driving carriage Vivalto
• 
  Trenord cab car MDVC

The Netherlands

Wikimedia Commons has media related to Driving railway coaches of the Netherlands.

The use of cab cars (Dutch: stuurstandrijtuig) in The Netherlands by NS is becoming rare due to the conversion of the sets to EMUs and the discontinued use of control cars on intercity direct services.

The use of a "virtual

DDZ

.

Poland

Wikimedia Commons has media related to Bombardier Twindexx of Koleje Mazowieckie.

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

PESA-made Sundecks, was delivered at the end of 2015.^[17]

Slovakia

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In 2011, the state-owned Slovakian railway operator

Bratislava hlavná stanica, which these generally operate in conjunction with commuter rail and regional rail

.

Sweden

There has only been one type of control car in service in Sweden. Only three examples of the AFM7 were made and they are currently in service with SJ in the Mälaren Valley. The Swedish word for control car is manövervagn which literally means "manoeuvre car".

Switzerland

Swiss driving trailers operate in many different configurations. There are several models currently in service on

SBB) as well as various private railroads throughout the country (including narrow gauge lines) and into France, Germany, and Italy

.

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

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

The Zürich S-Bahn trainsets with

Re 450

work 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 with

RBe 540 and some motive power of private railways. In theory also Re 430

and Re 620 can be controlled but these classes only work freight trains today.

The BLS operates 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

SBB-CFF-FFS Re 420

.

The narrow gauge Zentralbahn ABt can control HGe 101 (ex SBB), De 110, BDeh 140 (ex LSE) and the new "SPATZ" ABe 130.

The Rhaetian 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 Vereina car shuttle trains.

The

Matterhorn-Gotthard-Bahn (MGB) has numerous driving trailers for almost all types of motive power. They work regional trains and car shuttle trains through the Furka Base Tunnel

.

Wikimedia Commons has media related to Driving trailers of Switzerland.

• 
  Double-decker Swiss IC 2000 Steuerwagen
• 
  S-Bahn Zürich double decker
• 
  Swiss NPZ Steuerwagen in

  Biel
• 
  The BLS Bt EW III (former Swiss Express)

United Kingdom

In the United Kingdom, driving trailers may have one or two driving cabs. They have been used for many decades, with the Great Western Railway often using autocoaches on 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 or DBSO is a specially converted

Mark 2 passenger car. Initially operated by ScotRail from 1979, they were operated on InterCity and Anglia Railways services on the Great Eastern Main Line from the late-1980s until 2006. Some have been refurbished for use on Network Rail test trains. Others were used by Direct Rail Services on Cumbrian Coast line locomotive hauled passenger trains under contract to Northern Rail until late 2018 when they were replaced by regular Diesel multiple units.^{[citation needed}

]

The Mark 5a sets formerly operated by TransPennine Express include a purpose built Driving Trailer.

• 
  DBSO 9710 in InterCity livery at Norwich
• 
  DBSO in Anglia Railways livery
• 
  Mark 5a Driving trailer

Driving Van Trailer

Main article: Driving Van Trailer

A Driving Van Trailer or DVT is 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 with

Virgin Trains West Coast^[19] and Wrexham & Shropshire

.

Wikimedia Commons has media related to Driving railway carriages of the United Kingdom.

• 
  Marylebone station
• 
  GNER Mark 4 DVT at Leeds 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

Experiments with light railcars were aimed at cutting costs on lightly used branch lines.^[21] Autotrains were built in 1906^[22] and 1907^[23] and by 1925 NZR had 8 88-seat and 5 72-seat motor trains.^[24] In 1908 there was a motor train Auckland suburban service to Otahuhu^[25] and between Morrinsville and Putaruru in 1913.^[26]

In Auckland, Transdev Auckland operated 21 DC class locomotives and four DFT class locomotives (owned by KiwiRail) in push-pull mode with 24 sets of 3-5 SA cars and an SD driving car with driving cab and remote controls (ex British Rail Mark 2 carriages rebuilt for suburban service), owned by Auckland Transport.^[27] The carriages were replaced with EMUs in July 2015.

Asia

Sri Lanka

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

Israel

Control cars exist on all push-pull trains operated by Israel 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.

Japan

The Sagano Scenic Railway uses control cars with the control car on the Kameoka end of the train.

See also

• Cab (locomotive)

References

1. ^ ^{a b} Phillips, Dave (September 1999). "C&NW Gallery Cars". Rail & Wire. Illinois Railway Museum. Archived from the original on February 16, 2009. Retrieved January 6, 2010.
2. ^ "Criticism of 'push' trains is on the wrong track (letter)". Los Angeles Times. 2006-01-29. Archived from the original on 2021-06-21. Retrieved 2021-06-21.
3. ^ "Criticism of 'push' trains is on the wrong track, LA Times". Archived from the original on 2009-04-23. Retrieved 2017-07-05.
4. ^ Kim, Victoria (October 14, 2009). "Metrolink pays $30 million to settle most cases in 2005 train crash". Los Angeles Times. Retrieved June 29, 2011.
5. ^ "LIRR FA Units". www.trainsarefun.com.
6. ^ "The HEP Units - Transit Toronto - Content". transittoronto.ca.
7. ^ "The MARC 7100 Returns! (November 1999 CSX Railfan Magazine)". TrainWeb. Retrieved September 1, 2012.
8. ^ "Exhibit Train Equipment History". Amtrak. Retrieved August 6, 2016.
9. ^ "North Carolina DOT Roster". www.thedieselshop.us.
10. ^ "News photo: Amtrak HHP8 tests as cab car". Trains News Wire. December 3, 2023. Retrieved December 4, 2023.
11. ^ Guss, Chris (November 4, 2024). "Amtrak NPCU 'Cabbage' locomotives". Trains magazine. Retrieved February 3, 2025.
12. ^ Johnston, Bob (June 25, 2025). "News photo: Amtrak now using converted P42 as cab car". Trains News Wire. Retrieved June 26, 2025.
13. ^ "Juliadata.fi". juliadata.fi.
14. ^ See section 4.2.5, Statusrapport til forligskredsen media November 2018
15. ^ "Ingavonatok a MÁV hálózatán I. rész". iho.hu.
16. ^ "Wagony piętrowe sterownicze (Double-decker driving vans)". Koleje Mazowieckie (in Polish). Archived from the original on 2016-01-17. Retrieved 2015-12-31.
17. ^ "Wszystkie wagony piętrowe Sundeck i lokomotywy Gama odebrane przez KM (All Sundeck bilevel cars and Gama locomotives delivered to KM)". Rynek Kolejowy (in Polish). 30 December 2015.
18. ^ Geater, Paul (30 March 2020). "End of the line for traditional trains on Greater Anglia routes". East Anglian Daily Times. Retrieved 2020-03-31.
19. ^ Rail Magazine Issue 516 22 June 2005 Page 6
20. ^ "D Class steam locomotive NZR no 197 at Lower Hutt Railway Station, 1906". natlib.govt.nz. 1906-01-01. Retrieved 2018-05-10.
21. ^ "AtoJs Online — Appendix to the Journals of the House of Representatives — 1926 Session I — D-02 Page 11". atojs.natlib.govt.nz. Retrieved 2018-05-10.
22. ^ "Appendix to the Journals of the House of Representatives - 1906 Session II". paperspast.natlib.govt.nz. Retrieved 2018-05-10.
23. ^ New Zealand Graphic (20 April 1907). "Interior of the new motor train just turned out of the Newmarket workshops". Kura Heritage Collections Online (Auckland Council Libraries). Retrieved 2024-09-17.
24. ^ "Appendix to the Journals of the House of Representatives - 1925 Session I". paperspast.natlib.govt.nz. Retrieved 2018-05-10.
25. ^ "The Otahuhu Motor Train Service". New Zealand Herald. 1908-10-08. p. 8. Retrieved 2018-05-10.
26. ^ "AtoJs Online — Appendix to the Journals of the House of Representatives — 1913 Session I — D-02 Page 2". atojs.natlib.govt.nz. Retrieved 2018-05-10.
27. ^ "Ticket to Ride" e.nz magazine, July/August 2007 Volume 8/4, pages 24-28