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Modern German InterCity Steuerwagen control car

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 engine-generator set to provide head-end power (HEP). They can also be used with a power car or a railcar.

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.

North America

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Wikimedia Commons has media related to Cab cars of the United States.
An NCTD Coaster Bombardier Bi-Level cab car in Santa Fe Depot

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 Chicago and North Western Railway had 42 control cabs built by Pullman-Standard in 1960, which eliminated the need for its trains or locomotives to be turned around.[1] It was an outgrowth of multiple-unit operation that was already common on diesel locomotives of the time. The Canadian transit agency Exo uses control cars on all its trains. Amtrak also has a number of ex-Budd Metroliner cab cars, which are used primarily for push pull services on the Keystone Service and Amtrak Hartford Line. The Long Island Rail Road uses cab cars on its C3 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.

Converted locomotives

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White and blue locomotive
Amtrak NPCU No. 90221 on the Hiawatha

From the 1970s until 1999, the Long Island Rail Road used 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's control stand left intact. Locomotives converted included Alco FA-1s and FA-2s, EMD F7s, and one F9. One FA was further converted into a power car for the C1 bi-level cars in 1991. The railroad has since switched to classic cab cars with a DE30AC/DM30AC locomotive on some trains. Trains going into Penn Station require two DM30AC locomotives on each end in order to make use of their 3rd rail pickups.[5]

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]

Wikimedia Commons has media related to Amtrak non-powered control units.

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] In 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 HHP-8 locomotive as a cab car with the aim of supplementing or replacing the existing ex-Metroliner cab cars until the Airo fleet arrives.[10] As of July 2024, eight total conversions are planned.

In 2024, Amtrak started converting their GE P42DC locomotives into Non-Powered Control Units, starting with Amtrak P42DC #184 (the original Phase IV heritage unit), which is now Amtrak P42C #9700.[11][12]

Europe

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

Austria

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Wikimedia Commons has media related to Driving trailers of Austria.

Belarus

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

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
    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
    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
    A push-pull train with DRB2 control car and DDB1 intermediate trailers

Belgium

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M6 double-deck driving carriage at Brussels-North railway station

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

Wikimedia Commons has media related to Driving railway coaches of Belgium.

Czech Republic

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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).

Wikimedia Commons has media related to Control cars of the Czech Republic.

Finland

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Cab car Edo at Pasila

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

France

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Corail driving carriage at Strasbourg station

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

Wikimedia Commons has media related to Driving railway coaches of France.

Denmark

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The Danish ABs were acquired in 2002. The control car is manufactured by Bombardier. They are to be upgraded for ERTMS, starting 2019.[14]

Germany

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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 E 04 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.

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

Hungary

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Control cars in Hungary are present since the 1960s. The first type of control cars used by MÁV, 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 electric V43 series engines. These carriages were built by the MÁV Dunakeszi Main Workshop between 1962 and 1972.[15]

Most of the BDt 100 series, with lack of function after the Bzmot series overtook the shrinking number of unelectrified branch lines, were converted to BDt 400 series by the Dunakeszi Main Workshop, now led by Bombardier, 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
    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)
    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
    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
    MÁV Bybdtee series, used rarely as an actual control car

Ireland

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Mark 4 DVT at Limerick Colbert Station in 2006

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 AAR system, modified by Iarnród Éireann (IÉ) to include control of train doors and operate with 201 Class 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 Mark 3 InterCity cars for suburban push-pull services. These were withdrawn in September 2009 following the introduction of 22000 Class InterCity Railcars. These units have since been scrapped apart from 6105 which has been preserved by the West Clare Railway.
Wikimedia Commons has media related to Driving railway carriages of Ireland.

Italy

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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.
  • Piano ribassato type control cars, with flat, refurbished 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 Italian locomotive supplied with standard 78-wire cable, except for UIC Z1, which are used on IC services and are only able to command class E.402 locomotives, and MDVC Diesel-specific version, usable only with 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.464 and 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 EMU/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
    Piano Ribassato driving carriage with E.464-like cabin
  • Doppio piano driving carriage at Udine station in 1997
    Doppio piano driving carriage at Udine station in 1997
  • Control car UIC-Z1
    Control car UIC-Z1
  • Double-decker driving carriage Vivalto
    Double-decker driving carriage Vivalto
  • Trenord cab car MDVC
    Trenord cab car MDVC

The Netherlands

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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 EMU" 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 a class 1700 electric 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 called DDZ.

Poland

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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 Sundeck 316B Control Car

Koleje Mazowieckie use driving trailers on their regional services. The first batch of double-decker driving trailers and cars, the Twindexx Bombardier Double-deck Coaches, was delivered in 2008.[16] The second batch, PESA-made Sundecks, was delivered at the end of 2015.[17]

Slovakia

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ZSSK Class 951

In 2011, the state-owned Slovakian railway operator ZSSK introduced a JNR-based passenger train operator; a push-pull operation train series manufactured by Škoda Transportation, including Class 381 electric 109E locomotives and even Class 263 alternating-current locomotives, provides the vehicles utilised by the company. The Class 951 system train coaches remain introduced at Bratislava hlavná stanica, which these generally operate in conjunction with commuter rail and regional rail.

Sweden

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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".

SJ AFM7

Switzerland

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Swiss driving trailers operate in many different configurations. There are several models currently in service on S-Bahn networks as well as regional, InterRegio, and InterCity services. These are operated by the federal railway system (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 RBDe 560 usually 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 with Re 420 and 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

Südostbahn had 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 or 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
    Double-decker Swiss IC 2000 Steuerwagen
  • S-Bahn Zürich double decker
    S-Bahn Zürich double decker
  • Swiss NPZ Steuerwagen in Biel
    Swiss NPZ Steuerwagen in Biel
  • The BLS Bt EW III (former Swiss Express)
    The BLS Bt EW III (former Swiss Express)

United Kingdom

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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

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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.

Driving Van Trailer

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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 Mark 3s on West Coast Main Line services and Mark 4s on the East Coast Main Line. As of February 2021, Mark 3 DVTs are in service with Chiltern Railways and Network Rail, with Mark 4 DVTs in service with London North Eastern Railway with some to be operated by Transport for Wales Rail from 2021. Former operators of the Mark 3 DVTs are Arriva Trains Wales, Greater Anglia,[18] KeolisAmey Wales, Virgin Trains West Coast[19] and Wrexham & Shropshire.

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

Oceania

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Australia

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NSW

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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

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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

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1906 72-seat 60ft 'motor train' built by New Zealand Railways with a NZR D class (1874) locomotive[20]

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

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Sri Lanka

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A control car of a DMU in Sri Lanka

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

Israel

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

India

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

Japan

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

See also

[edit]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Control car

View on Grokipedia
from Grokipedia
A control car, also known as a cab control car or driving trailer, is a non-powered railway passenger vehicle equipped with a driver's cab containing controls for operating the train, typically connected via multiple-unit (MU) cabling to a at the opposite end, enabling push-pull operations without the need to reposition the at terminals. Control cars have been integral to efficient passenger rail services since the early , particularly in where they were first introduced in the for steam-hauled trains, and later adapted for diesel and electric to streamline operations on busy commuter and intercity routes. In , the concept was pioneered in 1960 by the Chicago & North Western Railway (C&NW) with the introduction of bi-level cab cars like No. 151, which allowed for the first push-pull commuter services from , revolutionizing terminal operations by eliminating time-consuming locomotive runarounds. These vehicles are commonly used in modern systems, such as those operated by and , where they support high-frequency services with capacities for 150 or more passengers, head-end power supply, and safety features like event recorders and interfaces, enhancing both operational flexibility and passenger comfort.

Definition and Terminology

Core Concept

A control car is a non-powered rail vehicle equipped with one or more control stands, enabling operation of a positioned at the opposite end of the train through electrical connections and signaling systems. This setup facilitates push-pull train operations, where the train can be driven bidirectionally from either the or the control car without requiring the to be repositioned, thereby minimizing delays at terminal stations. Essential components of a control car include the driver's cab, which houses the control desk for , braking, and signaling functions; communication systems such as radio links and the (TCN) for data exchange between vehicles; and typically integrated passenger seating or baggage compartments to maximize utility. The TCN, a standardized backbone for intra-train networking, ensures reliable transmission of control signals, diagnostics, and safety information across the consist. Control cars were first introduced in during the 1920s to enhance efficiency in suburban rail services, with early examples appearing in as part of electric multiple-unit designs by . Notable implementations included the ET 41 series in 1927–1928, where control cars were paired with motor cars to form economical quarter-train sets for routes like Leipzig-Halle. The primary advantages of control cars in push-pull configurations include reduced turnaround times at endpoints by eliminating locomotive shunting, which improves overall scheduling and operational throughput on busy lines. Additionally, these systems yield cost savings through decreased fuel consumption from optimized acceleration and braking, as well as lower crew requirements by avoiding manual repositioning tasks.

Variants and Synonyms

Control cars, also known as cab cars in , are unpowered vehicles equipped with a driver's cab for operating trains in push-pull configurations. In , the equivalent is often termed a control trailer or driving trailer, which may include additional features like a for freight or mixed services. These terms distinguish the vehicles by region and primary use: cab cars prioritize accommodation in , while driving trailers in the UK and frequently incorporate braking capabilities for versatile operations. A specialized variant is the Non-Powered Cab Unit (NPCU), used by for intercity services, combining cab controls with baggage space in converted locomotives. Unlike powered railcars such as multiple-unit trains or self-propelled motor coaches, control cars entirely lack onboard and rely on a at the opposite end. They also differ from remote-control locomotives, which retain motive power but allow operation from a trailing position without a dedicated cab car. Synonyms for control cars include driving cab car and push-pull trailer, reflecting their role in bidirectional operations without locomotive repositioning. In the United States, converted locomotives repurposed as control cars are colloquially called "cabbages," a slang term blending "cab" and "baggage" functions. The terminology has evolved from early European "control trailers" introduced in the 1930s for steam-hauled push-pull services to contemporary "cab cars" in North American , adapting to diesel and electric technologies. Rare variants include double-ended control cars, featuring cabs at both ends for enhanced bidirectional flexibility on lines without runaround tracks, though these are uncommon due to added complexity.

Historical Development

Early Innovations

The earliest concepts for control cars originated in during the early 1900s, primarily to facilitate push-pull operations on steam-hauled trains using rudimentary cable or mechanical connections for remote locomotive control. In the , the Great Western Railway (GWR) pioneered the use of autocoaches—trailers equipped with driving cabs—that allowed a single steam locomotive to push or pull short branch-line trains without uncoupling or repositioning at terminals. These systems relied on vacuum brakes or linkages routed through cables along the train's length to transmit control signals from the trailing cab to the locomotive, enabling the driver to operate the train in reverse formation while maintaining visibility. During the 1930s, developments advanced with adaptations of multiple-unit (MU) control systems originally designed for electric multiple units, extending them to locomotive-hauled trains for more reliable remote operation. In the UK, the Southern Railway's push-pull sets used control systems for suburban services, improving efficiency. Post-World War II advancements in the 1950s leveraged to enable through-wiring for electric locomotives, allowing continuous electrical control circuits across the train consist. These innovations addressed the limitations of steam-era mechanical links by providing more robust electrical pathways. A key milestone occurred in 1960 when the & North Western Railway in the United States introduced purpose-built bi-level cab cars for commuter push-pull service, directly inspired by European designs to reduce crew needs and improve efficiency on Chicago-area lines. The initial order of 50 cab cars and 66 coaches from Pullman-Standard featured control desks connected via 27-wire MU cables to trailing locomotives, enabling operation from either end without repositioning. Early implementations faced challenges with the reliability of control cables, which were prone to wear from vibration and environmental exposure, leading to intermittent signal failures, and difficulties in integrating with existing signaling systems that required precise synchronization for safe reversals.

Expansion and Evolution

The adoption of control cars expanded significantly during the 1960s and 1970s, particularly in European commuter rail networks such as Germany's systems, where push-pull configurations with control cars improved turnaround times and operational efficiency on suburban routes. In the United States, began exploring cab control cars in the 1970s as part of efforts to modernize inherited equipment, though widespread conversions, such as those from Metroliner cars, occurred later in the 1980s to support corridor services. By the 1990s and 2000s, control cars integrated with high-speed rail technologies, exemplified by Germany's ICE-T tilting trainsets, which featured dedicated control cars in seven-car (Class 411) and five-car (Class 415) formations capable of 230 km/h operations on both dedicated high-speed lines and conventional tracks. This period also saw a shift toward digital control systems in control cars, enabling more precise communication between the cab and locomotive via electronic interfaces, reducing reliance on traditional mechanical or electrical linkages. In the , safety regulations for control cars evolved in response to incidents like the 2005 Glendale, California, crash, where a Metrolink cab car-led train derailed after striking an , resulting in 11 fatalities and prompting the (FRA) to advance crash energy management (CEM) standards for new cab cars ordered after 2000. These enhancements included stronger collision posts and occupant protection features, influencing procurement for operators like Metrolink. More recently, initiated conversions of GE P42DC locomotives to non-powered control units (NPCUs) in 2024, starting with unit No. 184 renumbered as P42C No. 9700, to extend fleet utility amid transitions to new Siemens ALC-42 locomotives. The global spread of control cars extended to in the , with introducing push-pull configurations on select lines. Evolutionary trends in control car technology progressed from mechanical linkages in early designs to wireless and (ETCS)-compatible setups by the 2020s, incorporating Ethernet-based train control and management systems (TCMS) for and real-time monitoring across networks.

Design and Operation

Cab Configuration

The cab in a control car is typically positioned at one end of the vehicle, facing forward to enable operation in push mode, with a control desk layout that mirrors those in conventional locomotives. This includes primary controls such as the , dynamic brake, independent brake, and automatic brake handles, alongside monitoring displays for speed, pressure, and train status, arranged to prioritize frequent-use elements within easy reach of the seated . Ergonomic design emphasizes driver comfort and efficiency during extended operations, featuring adjustable seating with , lumbar support, and height adjustment to accommodate the 5th to 95th of adult operators, ensuring controls remain accessible without excessive stretching. Visibility is enhanced through large windscreens compliant with EN 15152 standards for unobstructed forward views, supplemented by side windows, rear-view mirrors, and systems for monitoring the train consist. Climate control systems maintain cab temperatures between 18°C and 26°C via HVAC units providing at least 2.5 kW cooling capacity and 30 m³/hour ventilation per occupant, reducing on long shifts. In , these systems comply with EN 14813 for air conditioning in driving cabs, ensuring under varying conditions. Control car cabs are frequently integrated into the end of passenger coaches, incorporating seating or luggage compartments immediately behind to maximize capacity, with overall vehicle lengths standardized at approximately 25-26 meters to align with conventional coach dimensions. Variations in cab design include single-cab configurations for lighter-duty applications versus full-width cabs that span the vehicle's end for improved structural integrity and space efficiency. High-speed control cars, operating at 200 km/h or more, incorporate aerodynamic fairings on the cab exterior to minimize drag and pressure waves, often featuring streamlined nose shapes and flush glazing. Standardization ensures interoperability and safety, with European control cars adhering to UIC 651 for cab layout and other standards for dimensions, typically featuring cab heights of 3.0-3.5 meters above rail and widths of 2.5-2.7 meters, while North American designs comply with FRA requirements under 49 CFR Part 238 and APTA guidelines for cab dimensions and structural interfaces.

Control and Safety Systems

Control cars rely on through-wiring systems to enable multiple-unit (MU) control, which connects the cab in the control car to the at the opposite end of the , allowing the operator to manage traction, braking, and other functions as if the locomotive were directly attached. This electro-pneumatic setup typically uses a multi-pin cable, such as the 27-point MU receptacle standard in , to transmit control signals for coordinated operation. In , similar through-wiring integrates with systems for seamless command transmission across the consist. Communication protocols facilitate reliable data exchange between the control car and . In , the (TCN), standardized under IEC 61375, employs the Multifunction Vehicle Bus (MVB) for intra-vehicle signaling and the Wire Train Bus (WTB) for inter-vehicle links, supporting real-time control of propulsion and diagnostics. In , LOCOTROL systems from enable remote control, including operations where signals are sent via radio or wired links to synchronize multiple units from the control car's cab. Safety systems in control cars incorporate vigilance devices like the deadman's handle, which requires continuous operator input—typically a foot pedal or handle—to maintain train operation, automatically applying brakes if released due to incapacitation. Automatic Train Protection (ATP) systems, such as those integrated into cab controls, enforce speed limits and prevent signal passed-at-danger incidents by interfacing with trackside equipment. Under U.S. (FRA) regulations (49 CFR Part 238), cab cars must demonstrate static end strength of 800,000 pounds without permanent deformation, incorporating anti-telescoping designs and energy-absorbing structures. Modern control cars integrate advanced signaling like the (ETCS) Level 2, which uses continuous radio communication via to transmit movement authorities directly to the cab, eliminating reliance on lineside signals for high-speed operations. began testing converted HHP-8 units (designated HHP-8C) as control cars in 2023, with the units entering revenue service on the in 2025 after completing crew qualification, incorporating updated AC traction control interfaces for compatibility with modern electric locomotives. A key limitation in push-pull mode arises from reduced signal visibility when the control car leads, as the operator faces away from the direction of travel; this is mitigated by rear-facing cameras mounted on the trailing or end car, providing live video feeds to cab monitors for monitoring signals and track conditions.

Usage in North America

Converted Locomotives

Converted locomotives, often nicknamed "cabbage cars" for their combined cab and functions, represent a practical approach to creating control cars in by repurposing surplus diesel locomotives. This process typically involves removing the prime mover, main generator, and traction motors while preserving the engineer's cab, control systems, and underframe structure to enable push-pull operations. For instance, Amtrak's conversions of locomotives in the mid-1990s entailed stripping propulsion components and installing a roll-up door in the former engine compartment, allowing the units to serve dual roles in handling and control. The practice gained prominence with , which rebuilt 22 F40PH units into non-powered control units (NPCUs) starting with No. 200 (renumbered 90200) around 1996, deploying them on shorter corridor services where turning facilities were limited. These conversions addressed fleet efficiency by enabling a single powered to operate at either end of a trainset, eliminating the need for wyes or runarounds at terminals. More recently, initiated conversions of GE P42DC locomotives in 2024, beginning with No. 184 (renumbered 9700), as part of a plan to produce up to 20 such units to replace aging F40PH NPCUs and support (NEC) services amid the phase-out of P42DCs for newer ALC-42s; the first unit entered service in 2025. Unlike the F40PH rebuilds, P42DC conversions retain internal components for to maintain stability and ride quality, though without the added baggage door due to the locomotive's design and evolving service needs. A key advantage of these conversions lies in their cost-effectiveness, allowing railroads to extend the utility of retired locomotives without the expense of purpose-built passenger cars, thereby optimizing surplus assets for modern push-pull configurations. For example, the F40PH NPCUs have supported Amtrak's regional trains by providing reliable cab controls and baggage space, contributing to operational flexibility on routes like the Empire Corridor. However, drawbacks include non-standard designs that complicate maintenance, as the modified structures require specialized parts and procedures not aligned with typical passenger equipment. Early F40PH NPCUs also suffered from rough rides due to insufficient ballast after component removal, a issue partially mitigated in later P42DC versions through retained weighting.

Purpose-Built Cab Cars

Purpose-built cab cars represent a specialized class of rail passenger vehicles manufactured from the ground up to serve as the leading end in push-pull operations on North American commuter and intercity routes, integrating a full-width control cab with passenger seating to optimize efficiency and capacity without requiring locomotive repositioning. These cars are predominantly bi-level designs, allowing for doubled passenger space compared to single-level equivalents while accommodating the cab infrastructure. Leading manufacturers include Bombardier Transportation (now part of Alstom) and Kawasaki Heavy Industries, which have supplied fleets to major operators such as Metra in Chicago and Caltrain in the San Francisco Bay Area. Bombardier delivered bi-level cab cars to Caltrain starting in 2002, featuring dedicated bike spaces and trailer configurations for seamless integration into electrified services. Similarly, Kawasaki produced bi-level cab cars for the Massachusetts Bay Transportation Authority (MBTA) in 1992–1993, with dimensions of 26 meters in length, 3.05 meters in width, and 4.72 meters in height, weighing approximately 560 kN when ready to run. In operations, these cab cars pair with diesel locomotives like the , enabling the engine to trail the consist during inbound runs while the cab car leads, reducing turnaround times at terminals. pioneered widespread adoption of such bi-level gallery-style cab cars in the late , building on earlier Chicago & North Western designs from the 1970s to expand capacity on high-density routes. began testing HHP-8 electric cab cars (designated HHP-8C), converted from retired locomotives, in 2023 to support upgrades on the (NEC); by 2025, crew familiarization runs were underway, with the units nearing entry into service, though these represent a hybrid approach rather than fully new builds. Following the 2015 Oxnard derailment involving a Metrolink cab car leading train that collided with a truck on the tracks, resulting in four cars derailing, operators implemented safety enhancements including reinforced couplers and temporary restrictions on cab-car-leading configurations, often adding locomotives at both ends for added crashworthiness. Typical specifications for these cab cars emphasize passenger comfort and , with seating capacities ranging from 120 to 162 passengers in bi-level layouts, including accessible areas for wheelchair users to meet Americans with Disabilities Act (ADA) standards such as level boarding, clear floor paths, and dedicated spaces. The full-width cabs provide ergonomic controls for engineers, and designs support operational speeds up to 110 mph (177 km/h) on the , with some rated for 125 mph (201 km/h) in tested configurations. In the , trends have shifted toward , incorporating recycled materials in interiors and low-emission manufacturing processes, alongside digital dashboards that integrate real-time signaling, , and displays to enhance crew and operational efficiency.

Usage in Europe

Austria

The Austrian Federal Railways (ÖBB) extensively employs control cars in push-pull configurations to enhance operational efficiency across regional, suburban, and high-speed services. These unpowered vehicles, equipped with driver's cabs, allow locomotives to operate from either end of the train formation, reducing turnaround times at terminals by eliminating the need for locomotive repositioning. This setup is particularly beneficial in Austria's dense rail network, where services like the Vienna S-Bahn utilize bi-level push-pull trains consisting of one control car and four intermediate cars, hauled by locomotives such as the ÖBB Class 1144. Key types of control cars in operations include driving trailers integrated into regional push-pull sets, such as the Cityshuttle configuration with a two-car formation featuring a dedicated control car offering 44 seats and supporting speeds up to 160 km/h. For high-speed services, trains incorporate specialized control cars as the trailing vehicle in seven-car consists, enabling push-pull operation at maximum speeds of 230 km/h on lines like the Vienna-Salzburg route. These control cars are part of coach families, designed for interoperability across , DB, and other networks. Control cars in fleets are increasingly integrated with the (ETCS) for enhanced safety and capacity, particularly on upgraded lines. Under a 2024 framework agreement, is retrofitting up to 449 vehicles, including Railjet consists with control cars, with ETCS Baseline 3.6 onboard units to support Level 2 operations and automatic train protection. In the 2010s, delivered over 50 such control car units as part of broader coach procurements for push-pull services, including expansions for Railjet and regional fleets. In the network, control cars facilitate frequent services on electrified lines, such as S1 and S2, where push-pull formations avoid locomotive swaps at endpoints like Vienna Praterstern or Hütteldorf, supporting up to 30-minute headways and accommodating peak-hour demand. Adaptations for Austria's mountainous terrain, including the Semmering and lines, feature reinforced braking controls in control cars to manage steep gradients—up to 26 —ensuring stable push operations during descent.

Belarus

Belarusian Railways inherited its initial fleet of control cars and related from the Soviet era, with the ER9 series electric multiple units—produced by the Car Building Factory from 1962 to 2002—serving as a key component for suburban operations. These units, designed for 25 kV AC electrification, feature integrated cabs at both ends for multiple-unit (MU) operation, allowing efficient push-pull functionality on commuter lines without the need for separate locomotives. Post-independence in 1991, the network focused on maintaining this legacy stock amid economic challenges, with limited conversions in the 1990s adapting locomotive cabs and intermediate cars into control trailers to extend service life on non-electrified branches. Control trailers are paired with locomotives for push-pull on select lines, with a modest fleet of dedicated units emphasizing cost-effective adaptations over new builds. These trailers enable basic MU control systems, relying on electro-pneumatic braking and simple cab signaling without advanced digital overlays like ETCS. EMUs like ER9 and newer (EPm, EPr) provide similar bidirectional functionality via integrated cabs but are not control cars. Operations center on Minsk commuter services, where control cars facilitate bidirectional running on radial lines to destinations like Brest, Gomel, and Vitebsk, handling peak-hour passenger volumes with formations of 4 to 7 cars. This setup supports the 1,520 mm Russian gauge standard, ensuring seamless interoperability with Russian and other CIS networks for cross-border suburban extensions. However, the systems lack modern enhancements, sticking to analog controls inherited from Soviet designs. Challenges persist due to aging and , with much of the fleet exceeding 30 years in service and facing reliability issues from wear on electrical and braking components. As of 2025, limited new investments continue due to sanctions, with focus on EMU maintenance rather than control car expansions, leading to deferred modernizations and reliance on overhauls rather than fleet renewal. Efforts to integrate with broader Eurasian gauge standards highlight Belarus's strategic position, but without substantial investment, remains limited compared to EU neighbors.

Belgium

In Belgium, the Société Nationale des Chemins de fer Belges (SNCB) introduced push-pull operations with control cars in the 1980s to enhance efficiency on InterCity (IC) services, particularly for international routes like Amsterdam-Brussels starting in 1985 using Class 11 locomotives paired with driving trailers. These early implementations allowed locomotives to operate from either end of the trainset, reducing turnaround times at terminals. Control cars in the SNCB fleet primarily feature driving cabs integrated into passenger coaches, such as the double-deck M6 series introduced between 2001 and 2011, where Bx variants serve as cab-equipped second-class cars with 136 seats. More recently, the Desiro ML electric multiple units (EMUs), classified as MS08 and ordered in 2010, incorporate integrated control cabs at the ends of their three-car formations for autonomous operation without separate locomotives. The SNCB maintains a fleet exceeding 100 control cars, including approximately 64 M6 double-deck units and 21 single-deck I11 driving trailers (BDx), capable of speeds up to 160 km/h on regional services. These vehicles support push-pull configurations on dense urban routes, notably the Regional Express Network (S-Train) lines, where they facilitate frequent commuter traffic around the capital. An ongoing migration to the (ETCS) Level 2 is equipping the fleet, with full implementation targeted for completion across the network by the end of 2025 to align with interoperability standards. Cab interiors include bilingual signage in French and Dutch to accommodate Belgium's linguistic regions, ensuring accessibility for operators in multilingual areas like . Post-2010 safety upgrades have focused on control cars with advanced systems, including ETCS onboard units and like TBL1+, improving braking response and collision avoidance on electrified lines.

Czech Republic

In the Czech Republic, control cars, known as řídicí vozy, were first explored in the as part of efforts to enhance suburban rail efficiency around . Prototypes designated SM 487.0 emerged in 1966 from Vagonka Tatra Studénka, forming three-car units with driving trailers to enable push-pull operations on regional lines; however, these were abandoned due to issues and capacity limitations. Modern adoption accelerated in the mid-1990s, with the series 943 marking the first dedicated control cars in České dráhy (ČD) history, influenced by Central European push-pull trends to reduce turnaround times and operational costs. ČD's control car types include driving trailers such as the Bftn 791 series for standard passenger services and more advanced ABfbrdtn 795 units paired with class 854 motor cars. High-speed variants feature in the class 680 tilting EMUs, which incorporate cab ends for operations up to 200 km/h on upgraded lines like to . The fleet comprises approximately 150 units, encompassing early builds like the 11-car series 943 and 10-car series 954, alongside additions from , including 20 Viaggio Comfort control cars for the ComfortJet push-pull sets. These vehicles primarily support regional express services on routes such as to Rakovník and Ostrava-area lines, enabling bidirectional travel with locomotives at either end to boost frequency and passenger comfort. EU-backed funding has driven upgrades, including a €300 million loan in 2024 for retrofitting 219 passenger coaches—many control cars among them—with modern amenities and safety systems like ETCS Level 2. Double-deck driving trailers, such as those in Škoda Transportation's five three-car push-pull rakes delivered since 2020, exemplify ongoing enhancements for suburban density.

Denmark

The Danish State Railways (DSB) pioneered the use of control cars in during the post-war era to improve efficiency on commuter and regional lines, with conversions of 21 Class CR cars beginning in 1950 for multiple-unit control functions. By the 1970s, DSB expanded push-pull capabilities with new steering wagons (styrevogn) built specifically for intercity services, allowing locomotives to operate from either end of the train formation and reducing turnaround times at terminals. These early innovations laid the groundwork for modern applications, particularly in the context of 's dense rail network connecting to regional hubs. DSB employs driving trailers primarily in electric push-pull configurations for (IC) and (EC) sets, paired with Vectron locomotives (Class EB). Notable examples include the double-deck ABs-class control cars, constructed by Bombardier in 2002, which feature full cabs for remote control and accommodate up to 180 km/h operations on electrified lines. These trailers integrate advanced safety systems, such as time-division multiplex (TDM) signaling for train control, enabling seamless integration with intermediate passenger coaches for variable-length consists. The DSB control car fleet exceeds 40 units, encompassing legacy conversions, double-deck models, and recent procurements designed for high-speed routes. Key assets include 13 Bombardier double-deck control cars acquired in the early for regional and IC services, alongside older single-level trailers from the still in limited use after rebuilds. All units support speeds up to 180 km/h, with compatibility for Denmark's 25 kV 50 Hz system. Control cars are central to DSB's intercity operations, including cross-border services to via the Öresund Bridge, where push-pull trains facilitate frequent Copenhagen-Malmö connections using Vectron-hauled consists. This setup allows locomotives to remain at the opposite end during platforming, optimizing dwell times on the bridge's combined rail-road infrastructure opened in 2000. In the 2020s, DSB has advanced electrification expansions across its network, incorporating new control cars to support greener, high-speed services. A 2023 order added 16 Talgo 230 driving trailers for EC routes, enabling push-pull with Vectron locos at up to 200 km/h on lines like Copenhagen-Hamburg and extensions to Sweden; these units feature identical cabs to the locomotives for unified operation. Deliveries began in 2025, aligning with Denmark's goal to electrify 80% of mainlines by 2030 and replace diesel fleets.

Finland

In Finland, the operates control cars primarily for push-pull operations on long-distance services, enabling efficient turnaround times at terminals without relocating locomotives. These vehicles are adapted to the country's harsh climate, featuring winterized cabs with heated controls and robust insulation to ensure reliable performance in sub-zero temperatures and heavy snow. The design prioritizes passenger comfort on extended routes, incorporating double-decker configurations to maximize capacity on the broad-gauge network. The Edo class, including Edi variants, represents the core of VR's control car fleet, with 62 units as of 2025, constructed by Škoda Transtech Oy. Introduced starting in 2014, these double-decker driving trailers were developed to pair with Sr2 and Sr3 electric locomotives, supporting speeds up to 200 km/h on upgraded lines, with 42 units delivered by 2017 and 20 additional Edi units delivered between 2023 and 2025. Unlike traditional locomotives, the Edo cars integrate passenger accommodations, including seating for up to 140 people per unit in a 3+2 layout on the upper deck, while the lower deck houses the driving cab and technical equipment. This setup allows for seamless integration into high-speed formations, enhancing operational flexibility for routes like Helsinki to . Historically, VR's adoption of control cars evolved from earlier commuter experiments in the , such as specialized Eikd-class vehicles tested on Helsinki-area routes, but modern implementations began with the 2011 order for the initial batch of trailers to modernize push-pull capabilities. The fleet is exclusively compatible with VR's Sr2 locomotives for electrified lines, facilitating energy-efficient operations without multiple powering units. These cars feature advanced signaling interfaces, including compatibility with the Finnish Train Control System (JKV-STM), ensuring safe high-speed running through curved sections. In operations, Edo control cars are deployed on Pendolino-linked InterCity services, where they extend train consists for peak demand while maintaining tilting dynamics for 200 km/h travel on routes like Helsinki-Turku. For long-haul night trains, select push-pull configurations incorporate control cars at the rear, paired with sleeper coaches and Sr2 power, allowing overnight journeys to northern destinations such as Rovaniemi without intermediate shunting— a unique adaptation for Finland's remote, weather-challenged network. This setup reduces dwell times at remote stations and supports VR's focus on sustainable, climate-resilient rail travel in subarctic conditions.

France

SNCF, the French national railway company, has employed control cars extensively in push-pull configurations to optimize operations in regional and services, enabling locomotives to be remotely controlled from the trailing end for faster turnarounds at stations. Development of these systems began in the late and accelerated in the 1980s with the adaptation of Corail intercity coaches for push-pull operation, powered by locomotives such as the BB 22200 class from the , which allowed for more flexible scheduling on conventional lines. For high-speed applications, cab designs in sets, introduced in the 1990s, and TGV Atlantique power cars, capable of 320 km/h since their 1989 debut, incorporate advanced control interfaces compatible with the TVM (Transmission Voie-Machine) signaling system used on dedicated high-speed lines (LGV). Key types of control cars include the VB2N (Voiture de Banlieue à 2 Niveaux) double-deck driving trailers, first delivered in 1975 for suburban services and numbering around 14 units in initial batches for reversible operation with electric locomotives on lines. These trailers feature multi-level seating for high-capacity commuter runs, with later batches adding more for lines from Paris-Saint-Lazare and Paris-Montparnasse. The Corail B6Dux series, classified as second-class driving trailers, supports intercity push-pull sets and totals 28 units in the fleet. SNCF's control car fleet comprises hundreds of units across various series, including VB2N, Corail, and regional variants, facilitating efficient operations on dense networks. In the 2020s, these have been integrated into Classic low-cost services, launched in 2022, using refurbished Corail push-pull trainsets on conventional tracks between major cities like , , and to offer affordable intercity travel. Operations primarily serve Paris suburbs via networks, where VB2N-equipped trains handle peak-hour demands, and extend to intercity routes connecting to lines for seamless passenger transfers. Control cars in service are equipped with TVM signaling for compatibility on lines adjacent to high-speed infrastructure, ensuring safe integration with operations. Following the 2015 Eckwersheim TGV test derailment, which highlighted vulnerabilities in high-speed , implemented post-2015 safety reinforcements across its fleet, including enhanced structural integrity and standards for control cars to mitigate collision risks in push-pull configurations. These measures align with broader European standards like ETCS for future .

Germany

In Germany, control cars, known as Steuerwagen, were first prototyped in the 1930s by the to enable push-pull operations with , with initial implementations appearing in on the Lübeck-Büchener-Eisenbahn line. Following , the saw a significant expansion of control car usage starting in the , driven by the need to improve turnaround times and in densely trafficked suburban and regional networks, leading to widespread adoption in commuter services by the 1960s. Key types of control cars in Deutsche Bahn's (DB) fleet include the DABpbz double-deck variants, such as the DABpbzfa 767 series, designed for regional services with a maximum speed of 160 km/h, featuring 5 first-class and 77 second-class seats, and built primarily by Bombardier for high-capacity urban and intercity routes. For high-speed applications, the (Class 402) incorporates Class 808 control cars limited to 250 km/h when leading, while the (Class 412) uses advanced end cars also rated at 250 km/h, allowing flexible configurations in push-pull mode without locomotive repositioning. These designs emphasize aerodynamic efficiency and passenger comfort, with the series control cars integrating systems for seamless high-speed travel. DB operates over 1,000 control cars across its networks, with major builds from and Bombardier; for instance, the program alone delivered 1,511 cars including numerous control units to form 137 trainsets, while Bombardier contributed around one-third of components for additional regional double-deck control cars. This extensive fleet supports DB's push-pull operations, particularly in the system where control cars enable rapid direction changes on high-frequency urban lines, reducing dwell times at terminals. In curvy regional routes, DB deploys configurations with control cars, such as those paired with Class 612 diesel multiple units, allowing speeds up to 30% higher than non-tilting equivalents through active body lean mechanisms. In 2025, DB began upgrading its control cars and overall fleet with systems, deploying the world's first commercial 1900 MHz (n101) network on test tracks to support Future Railway Mobile Communication System (FRMCS) standards, enhancing exchange for and .

Hungary

In Hungary, the (MÁV) began deploying control cars in the 1960s to facilitate push-pull operations on low-traffic branch lines, with significant expansion in the to support commuter services around . These early units, such as the BDt series built between 1962 and 1970, were designed for compatibility with electric locomotives like the V43 class, allowing the locomotive to push the train from the rear while the cab in the control car enabled direction from the front. By the late , additional types like the Bmxt series (constructed 1988–1990) were introduced, enhancing efficiency on urban and suburban routes. MÁV's control car fleet comprises approximately 80 units across various series, including the BDt and Bmxt trailers paired with V43 locomotives for traditional push-pull setups. In modern operations, electric multiple units (EMUs), which incorporate integrated driving cabs functioning as control cars, have been adopted for regional and suburban services since 2013, with 123 units now in service covering lines around and eastern . These FLIRT sets provide seating for up to 211 passengers and feature , passenger information systems, and spaces for bicycles, improving comfort on non-electrified and regional routes. Control cars are primarily utilized on MÁV's regional network, including suburban commutes from and connections to rural areas, where they reduce turnaround times at terminals. As part of EU-driven modernization efforts, MÁV has invested over €10 billion in the past decade to upgrade and infrastructure, including equipping 59 FLIRT trains with 's ETCS Level 2 train control system to enhance safety, speed, and across European borders. This includes renovations of V43-compatible control cars for continued use on secondary lines, aligning with broader post-Soviet transitions toward standardized European rail practices.

Ireland

In the 1990s, introduced push-pull operations utilizing control cars to enhance service efficiency on its and intercity routes, building on initial deployments from the late . These innovations allowed locomotives or powered units to propel trains from the trailing end, reducing turnaround times at busy terminals like Heuston and Connolly stations. The systems were particularly suited to 's radial network centered on , where frequent reversals were common. Control cars in Ireland primarily consist of driving trailers adapted for push-pull configurations. For intercity services, driving trailers were paired with locomotives like the 201 Class, enabling flexible operations without dedicated shunting. Later developments included generating control cars with the Mark 4 fleet for high-speed intercity runs. On the cross-border Enterprise service to , De Dietrich driving control cars support similar push-pull functionality. While the 22000 Class Railcars operate as self-contained diesel multiple units, additional driving trailers have been integrated in hybrid formations for extended commuter and intercity workings. The control car fleet exceeds 30 units, including 24 driving trailers introduced in 1989 for initial push-pull sets, 8 CAF-built generating control cars with the Mark 4 coaches from 2006, and 4 De Dietrich units from 1996. These vehicles feature custom cab designs with locomotive-style controls, underfloor generators for train power, and adaptations for Ireland's 5 ft 3 in (1,600 mm) broad gauge. CAF's contributions to the Mark 4 emphasized modular construction and accessibility, reflecting Ireland's insular status that necessitated bespoke engineering isolated from continental European standards. Operations center on the region, with DART services employing driving trailers in formations for suburban electrified lines, and intercity push-pull sets serving routes to Cork, Galway, and Limerick. Maximum speeds reach 160 km/h on key intercity segments, supported by for cab signaling between the control car and . This setup, influenced by neighboring practices in cab control systems, optimizes capacity on Ireland's constrained .

Italy

In Italy, the use of control cars by (FS) began in the for regional services, where push-pull operations with driving trailers (carrozze pilota) were introduced to streamline terminal maneuvers and improve service frequency on suburban and inter-regional routes. These early implementations focused on loco-hauled trains with dedicated pilot cars to enable of locomotives, marking a shift from traditional multiple units in dense traffic areas. By the early , the MDVC series of driving trailers, designed for high-capacity regional duties, entered service, featuring modular interiors for second-class seating and command equipment compatible with FS electric locomotives like the E.646 and E.444 classes. High-speed rail development in the 1990s integrated advanced control cabs into electric multiple units (EMUs), with the ETR 500 family serving as a cornerstone of FS's Frecciarossa services. Introduced in 1993 and manufactured by the TREVI consortium (including AnsaldoBreda, Alstom, and Bombardier), the ETR 500 features aerodynamic driving end cars with integrated cabs designed by Pininfarina, supporting distributed power and speeds up to 300 km/h while accommodating up to 700 passengers in 11-car formations. These cab ends incorporate ergonomic driver interfaces and safety systems for high-speed running, enabling push-pull-like flexibility within the EMU configuration without separate trailers. The Frecciarossa branding, applied from 2008, emphasizes these cabs' role in premium services, with variants like the ETR 500P (multi-voltage) optimized for cross-border operations. Tilting Pendolino trains represent another key type, with control cabs adapted for dynamic curve negotiation. The Pendolino concept originated with the ETR 401 prototype in 1974, developed by (later ) at the Savigliano factory, introducing passive tilting technology to maintain passenger comfort on winding conventional lines at speeds up to 250 km/h. Subsequent models like the ETR 450 (1988) and ETR 460/470 series feature end cabs with tilt control systems, allowing up to 8° inclination via hydraulic actuators, which reduces travel time by 30-35% on routes with sharp curves compared to non-tilting trains. These cabs support modular train lengths of 3 to 11 cars, facilitating flexible regional and deployments. FS's control car and cab-equipped fleet exceeds 200 units across regional and high-speed categories, including approximately 65 Pendolino sets (each with dual cabs) and over 50 ETR 500 formations, alongside hundreds of MDVC driving trailers for loco-hauled regional trains. This diverse inventory supports nationwide operations, with Frecciarossa services on the Milan-Rome high-speed line (part of the 1,000 km network) achieving modal shares of up to 74% for passenger-km by 2023, operating routinely at 300 km/h to connect major cities in under three hours. In the , AnsaldoBreda (acquired by in 2015) has led upgrades to the ETR 500 fleet, including revamping contracts for component repairs, interior modernizations, and enhanced safety systems to extend service life amid fleet expansion. These efforts, part of broader initiatives valued at over €1 billion, ensure compatibility with evolving high-speed infrastructure while incorporating sustainable features like improved energy efficiency.

Netherlands

In the , (NS) adopted push-pull operations with control cars in the early 1980s to enhance efficiency on intercity services, allowing to haul passenger coaches in both directions without repositioning. This system was introduced alongside the Intercity Rijtuig (ICR) coaches, with initial deliveries occurring between 1980 and 1982, followed by additional units from 1986 to 1988. The configuration typically consists of a at one end and a control car (stuurstandrijtuig) at the other, enabling the train driver to operate from the cab car while the locomotive pushes or pulls the formation. This approach reduced turnaround times at terminals and improved capacity on busy routes. Key types of control cars in NS intercity fleets include the BDs series driving trailers, converted from ICR coaches, with 32 units in service by the early for push-pull sets of up to 12 cars. These are paired with standard ICR coaches (78 first-class A, 131 second-class B, and 51 original BKD control cars built overall). Complementing these loco-hauled formations, self-propelled electric multiple units (EMUs) like the ICMm (modernized Intercity Materieel, nicknamed Koploper) feature integrated driving cabs at both ends for flexible operation without dedicated control cars. The VIRM (Verlengd Materieel) double-deck EMUs, introduced in the 1990s, also incorporate driving cabs and operate in coupled formations, providing high-capacity intercity services with over 176 double-deck vehicles in the fleet as of 2022. NS operates these control car-equipped push-pull trains and cab-end EMUs extensively on the Amsterdam-Rotterdam corridor, a core route spanning approximately 100 km through the densely populated region, with services running at up to 160 km/h on upgraded lines. This setup supports frequent, bidirectional traffic, integrating briefly with services to for cross-border continuity. The overall fleet exceeds 150 units across control cars and driving cab-equipped sets, emphasizing reliability in a network prone to high passenger volumes.

Poland

In the 1990s, following the collapse of the communist system, (PKP) initiated major upgrades to its as part of economic and modernization efforts to revive passenger and freight services amid declining traffic volumes. This era marked the introduction of control trailers designed for push-pull operations, enhancing flexibility and reducing turnaround times at terminals, particularly in collaboration with existing electric locomotives. These developments aligned with broader Eastern European rail transitions toward more efficient, market-oriented systems. Key types of control cars in PKP's inventory include dedicated control trailers adapted for EU07-series electric locomotives, which enable remote operation from the trailing cab during push-pull configurations for improved acceleration and passenger comfort on intercity routes. Additionally, the ED250 high-speed trains incorporate advanced driving cabs at both ends, supporting tilting technology and bidirectional control for smoother travel on curved tracks. PKP maintains a fleet of approximately 120 such control units across its operators, primarily under , to support diverse passenger formations. These control cars play a central role in operations on the Warsaw-Gdansk high-speed corridor, where sets achieve up to 200 km/h, connecting the capital with the Baltic coast in about 2.5 hours and serving as a for PKP's modernization. EU07-paired push-pull trains with control trailers also operate on this and similar routes, optimizing schedules during peak summer . As of 2025, PKP is advancing ETCS implementations to comply with interoperability standards, with the national plan targeting deployment across key lines including the Warsaw-Gdansk route, enhancing safety and capacity through onboard and trackside upgrades integrated with existing control car systems. This includes equipping locomotives like the EU07 and units with ETCS Level 2 for automatic train protection.

Slovakia

ZSSK, the primary passenger railway operator in , employs control cars in push-pull configurations to facilitate efficient regional and services across its network, which spans approximately 3,622 km of track. These vehicles enable locomotives to operate from either end of the train, reducing turnaround times at terminals and enhancing capacity on busy routes. Due to the shared railway heritage with the following the 1993 , some ZSSK control cars are compatible with Czech for cross-border operations, such as on lines connecting to . A key development in ZSSK's adoption of control cars occurred in the early , with the introduction of modern double-deck push-pull trainsets. In 2009, ZSSK contracted for 10 three-car sets, each comprising a double-deck driving trailer (control car) and two intermediate cars, designed for a maximum speed of 160 km/h on electrified lines equipped with the (ETCS). These sets provide 362 fixed seats in a single class, accommodation for 352 standees, air-conditioning, retention toilets, CCTV surveillance, and electronic passenger information systems, primarily serving the –Nové Mesto nad Váhom– corridor for regional and fast services. ZSSK's fleet also includes driving trailers adapted for diesel locomotives, such as the class 757 series, which are rebuilt from older class 750 units and used in non-electrified regional operations around and other areas. These configurations support push-pull running on lines like those in the western part of the country, where is limited. Additionally, ZSSK has planned the acquisition of nine diesel push-pull sets for routes including – and Margecany–Fiľakovo, further expanding control car usage in diesel-dominated regional services. Private operator integrates control cars into its Slovak operations, enhancing connectivity on key regional lines. Since 2019, has deployed two five-car double-deck push-pull trains, each with a control car at one end, hauled by ER20 diesel locomotives and leased double-deck coaches from . These operate at up to 160 km/h on the –– line, offering high-capacity regional transport with modern amenities to complement ZSSK's services.

Sweden

In Sweden, the adoption of control cars began in the 1960s alongside the growth of commuter rail services in the Stockholm region, operated primarily by SJ (Statens Järnvägar), the national railway company. The electrification of key lines and the introduction of Rc-class electric locomotives in 1967 facilitated early push-pull configurations, improving efficiency for frequent urban and suburban runs by allowing trains to reverse direction without repositioning the locomotive. Key types of control cars in include driving trailers integrated into the X2000 tilting trainsets, which enable high-speed operations on winding tracks through active tilt technology. These trailers, positioned at the opposite end from the power car, support push-pull mode and were first deployed in regular service in 1990, with SJ ordering 20 initial sets. Complementing this are dedicated control cars like the AFM7 series, built in 1988 by modifying 1980s passenger coaches with Rc locomotive cabs for use with Rc locomotives in push-pull formations on non-tilting services. SJ and regional operators maintain a fleet of more than 100 control cars and driving trailers, drawn from X2000 sets (with approximately 40 driving trailers across 36 active trainsets) and other push-pull compatible vehicles, serving Sweden's 12,000 km rail network. This fleet supports diverse passenger demands, from daily commutes to long-haul routes. These vehicles are notably used in SJ's night train services to , such as the –Narvik route, which spans over 1,500 km and operates in push-pull to expedite turnarounds at remote stations. Capable of reaching 200 km/h on upgraded sections, the trains provide seating, couchettes, and sleeping accommodations for overnight travel. For operations north of , control cars incorporate specialized adaptations like enhanced insulation, electric heating for couplers and brakes, and corrosion-resistant components to endure temperatures below -40°C and heavy snowfall.

Switzerland

The Swiss Federal Railways (SBB) introduced control cars in the late 1950s as part of the Einheitswagen I series, enabling push-pull operations to improve efficiency in suburban and regional services that formed the basis for modern S-Bahn networks like those in Zurich and Basel. These early driving trailers, such as the BDt types paired with Re 4/4 locomotives, allowed bidirectional running without relocating the locomotive, reducing turnaround times at terminals and enhancing frequency on dense urban routes. By the 1960s, over 100 such units were in service, supporting the expansion of commuter rail amid Switzerland's post-war economic growth. Contemporary SBB control cars include integrated control units in the RABe series of regional multiple units, particularly the double-deck RABe 511 and RABe 512 built by Stadler Rail for S-Bahn and InterRegio services. These units feature cab ends for flexible push-pull configurations in urban environments, accommodating high passenger volumes with capacities exceeding 400 seats per four- or six-car set. The Giruno (RABe 501), also from Stadler, incorporates high-speed cabs rated for 250 km/h operations, with a low-floor design and modular interiors optimized for long-distance comfort; its 11-car formation seats 405 passengers and supports double-traction for up to 810. These control elements prioritize accessibility, with step-free entry from 550 mm platforms standard in Switzerland. SBB maintains a fleet of more than 360 control cars across various classes, with Stadler constructing a significant portion of recent additions, including 93 RABe 511 units since 2012 and 60 RABe 512 since 2023. These vehicles operate on major corridors like to , where push-pull trains with Bt EuroCity control cars hauled by Re 460 locomotives provide hourly links covering 280 km in under three hours. In trans-Alpine services, control cars enhance tunnel safety through features like pressure-sealed cabins and fire-resistant materials compliant with stringent European standards for long bored tunnels. These control cars often incorporate tilting technology to navigate mountainous terrain efficiently. In the 2020s, SBB integrated control cars with the , the world's longest railway tunnel at 57 km, using the Giruno fleet of 41 units (with deliveries ongoing through ) specifically engineered for the tunnel's restricted and aerodynamic requirements. The Giruno's lowered roof profile and automatic adjustment ensure safe passage at up to 250 km/h while minimizing pressure waves, supporting daily services from to via the tunnel since 2019. This integration has boosted north-south capacity by 30%, handling over 20,000 passengers daily with enhanced evacuation systems and real-time monitoring for operational resilience.

United Kingdom

In the , control cars, commonly referred to as Driving Van Trailers (DVTs), facilitate push-pull operations for loco-hauled trains, allowing the locomotive to remain at one end while the train is driven from the opposite cab-equipped trailer, thereby avoiding time-consuming shunting at terminals. The origins of such s trace back to the 1950s, when standardized (MU) controls using a 27-way cable introduced in 1951, enabling synchronized operation of locomotives from trailing positions as a precursor to modern push-pull configurations. Early experiments in high-speed push-pull occurred in 1964–1965 on the Southern Region, where Class 73 electro-diesel locomotives achieved 100 mph (161 km/h) speeds with modified trailer controls between Ashford and . By the late 1980s, purpose-built Mark 3 DVTs were developed and produced by (BREL) at , entering service to support services with improved reliability and accommodation integrated into the design. The DVTs, totaling 52 units built between 1988 and 1990, feature a driving cab at one end, luggage space, and guard's compartment, designed for operation at up to 125 mph (201 km/h) with locomotives such as Class 47 diesels or Class 90 electrics. These vehicles evolved from earlier (DBSO) trailers introduced in the 1970s for the Southern Region's 4-REP services on routes like Waterloo to , where push-pull formations with 4-TC trailer composites began full operations in 1967. For high-speed applications, Mark 4 DVTs—32 units constructed by at from 1989 to 1992—were specifically engineered for the sets on the electrified (ECML), supporting speeds up to 140 mph (225 km/h) in service, though limited to 125 mph routinely. These DVTs include advanced through-cabling for time-division multiplex (TDM) control, allowing remote operation without physical reconfiguration. The fleet comprises over 80 active DVT units, primarily and Mark 4 variants, deployed by operators such as (LNER) on ECML intercity routes from London King's Cross to and , and by for services from London Marylebone to Birmingham. (GWR) has utilized formations in heritage and charter push-pull configurations, though its core intercity fleet shifted post-2010 toward bi-mode Class 80x units following . Operations emphasize efficiency in no-shunt terminals, with examples including LNER's Azuma bi-mode sets occasionally supplemented by loco-hauled DVT workings during peak demand. The Tilt Authorisation and Speed Supervision () system, overlaid on existing signaling since the , provides automatic speed supervision for compatible tilting services but integrates with push-pull controls to ensure safe operation on curved, electrified routes like the ECML, preventing overspeeding via trackside balises and onboard supervision.

Usage in Oceania

Australia

Driving trailer cars, unpowered passenger vehicles with integrated driving cabs, were incorporated into ' electric multiple unit (EMU) fleet starting in the 1970s as part of double-deck train expansions to address overcrowding on Sydney's suburban and routes. These configurations enabled bidirectional operation without the need for locomotive runarounds, supporting efficient turnarounds in the all-EMU network. The C sets, built by A Goninan & Co. between 1986 and 1987, included driving trailer cars in 4- or 8-car formations for services, marking early use of such cars in double-deck EMUs. In , driving trailer cars form key components of double-deck EMU sets like the Waratah Series 2 (A and B sets), delivered from 2018 onward, with cabs integrated into unpowered end cars connected via multiple-unit cabling to motor cars for bidirectional suburban and intercity operations on the network. These 8-car sets, each with two driving trailer cars, support high-frequency services on lines including the T1 North Shore and T2 Inner West. In , the 3000/3100-class diesel multiple units (DMUs), built between 1987 and 1990, consist of powered cars with driving cabs (eight bi-cab 3000-class and twelve single-cab 3100-class) paired with unpowered trailer cars lacking cabs, allowing flexible 1- or 2-car configurations for urban and regional services on the network. As of 2025, the fleet of 44 vehicles (including 24 trailers) has been refurbished to battery-hybrid propulsion for reduced emissions, supporting runs to destinations like Mount Barker and Gawler on the state's 1600 mm broad gauge lines. As of 2025, operates dozens of driving trailer cars in double-deck sets, contributing to a national fleet exceeding 100 such vehicles when including DMU trailers, though strict locomotive-hauled control cars are limited. Operations emphasize efficiency on Sydney's suburban lines, with recent enhancements including contactless readers installed in cabs and interiors since 2017 for fare validation. Broad gauge compatibility remains key in for integration with legacy infrastructure.

New Zealand

In , driving trailer cars (control cars) have supported push-pull operations in locomotive-hauled passenger services since the mid-20th century, with utilizing them for regional and long-distance routes as of 2025. Early experiments in integrated locomotive-trailer operations occurred in the , evolving into modern configurations. A revival in the early 2000s involved converting imported carriages into push-pull sets at Hillside Workshops in , allowing locomotives to operate from either end. KiwiRail's driving trailers primarily serve loco-hauled services, such as the SD class vehicles featuring cab controls, generators, and passenger accommodations, enabling a single DL or DFB class diesel locomotive to push or pull the train and reduce turnaround times. These were initially developed for Auckland's suburban network before relocation to regional duties. Wellington's commuter services use electric multiple units without dedicated driving trailers for push-pull. Following the , control cars received seismic resilience upgrades, including structural reinforcements. The fleet includes approximately 20-30 driving trailers across configurations, supporting KiwiRail's passenger operations. These units operate on key routes such as the service between and Hamilton, utilizing refurbished driving trailers in push-pull formation with DFB locomotives. Similarly, the Capital Connection commuter train from to employs push-pull sets with SD-class driving trailers and a , providing links along the .

Usage in Asia

India

Indian Railways began adopting control cars, primarily in the form of driving trailer coaches, during the to enhance efficiency in its dense suburban networks, particularly for Mumbai's local services. These vehicles, which allow train operation from the trailing end without requiring locomotive repositioning, were integrated into (EMU) and mainline (MEMU) sets as part of modernization efforts. The (RDSO) issued specifications in 2010 outlining basic MEMU units with one driving motor coach and three trailer coaches, enabling flexible formations that include driving trailers for bidirectional control. In Mumbai's suburban EMUs, 12-car rakes typically incorporate two driving trailer vehicles alongside motor and trailer cars to support high-frequency operations. Control cars in encompass driving trailers for sets, which operate on 25 kV AC with top speeds up to 105 km/h, and Linke-Hofmann-Busch (LHB) push-pull configurations for longer intercity routes. driving trailers facilitate short- and medium-distance services, with each basic four-car unit featuring a cab-equipped trailer for control, while LHB push-pull trains use end control cars coupled to locomotives for accelerated starts and stops. The LHB variants, introduced progressively from the late , employ control couplers on end walls to enable operation from either direction, improving turnaround times on busy corridors. The fleet of control cars has grown significantly, exceeding 200 units across EMU/ and LHB formations by the mid-2020s, driven by production ramps at integral coach factories. As of 2025, plans to procure 50 additional Amrit Bharat push-pull trains, further expanding the fleet. These are deployed on key routes like -Pune, where push-pull trains achieve maximum speeds of 130 km/h, reducing travel times to under 2 hours 40 minutes through faster and no need for locomotive swaps. Operations emphasize high throughput, with suburban EMUs running over 3,000 services daily using driving trailers to maintain schedules in peak hours. Challenges in deploying control cars center on adaptations for severe in suburban networks like , where daily ridership exceeds 7 million. Driving trailers in EMUs have been modified to include additional standing space and reinforced doors to handle crush loads, while push-pull LHB designs incorporate wider aisles and non-slip flooring for safer movement during surges. These adaptations prioritize capacity enhancement without compromising cab functionality, though integration with legacy infrastructure remains ongoing to boost frequency and alleviate platform congestion.

Israel

Israel Railways introduced double-deck control cars in the early 2000s to accommodate surging passenger demand on its commuter and lines serving the metropolitan area along the Mediterranean coast. Initial deliveries of double-deck coaches, including control cars, from occurred between 2002 and 2006, totaling 143 first-generation vehicles manufactured at facilities in and assembled locally in , marking a significant upgrade to the fleet's capacity with bilevel designs offering up to 50% more seating than single-level cars. These vehicles were specifically tailored for high-frequency services on the densely populated coastal corridor, enhancing efficiency on routes like to and . By 2019, the total double-deck fleet had reached 586 coaches. The control cars are equipped with driving cabs to enable push-pull operations, where the locomotive hauls the consist in one direction and the cab car leads in the reverse, eliminating the need for time-consuming turnarounds at terminals. They pair with a mix of diesel and electric locomotives, including JT42BW diesel units for non-electrified sections and Bombardier TRAXX electric locomotives on upgraded lines, forming flexible eight-car trainsets with capacities exceeding 800 passengers. Subsequent orders from Bombardier, such as the 2018 batch of 54 coaches including 11 control cars and the 2019 addition of another 74 with 11 more cab units, have expanded the fleet while maintaining compatibility across propulsion types. In operations, these control cars support key Mediterranean-focused services, including frequent commuter runs from northward to at speeds up to 140 km/h, as well as intercity extensions. On the electrified A1 line, they facilitate high-speed services between and , covering 58 km in approximately 28 minutes at maximum speeds of 160 km/h, utilizing advanced signaling and to handle peak-hour volumes of over 20,000 daily passengers on this corridor. The design emphasizes passenger comfort with wide gangways, , and features, while adhering to Israel's rigorous safety protocols for .

Japan

In , the adoption of control cars within the Japan Railways (JR) Group accelerated during the 1990s, particularly for enhancing operations on scenic and regional lines following the privatization of in 1987. This period saw the integration of control cars to support efficient push-pull configurations, allowing locomotives to operate from either end of a train without repositioning, which was especially beneficial for tourist-oriented services on picturesque routes. For instance, the establishment of the in 1990 as a JR West subsidiary emphasized preserved heritage lines with adapted , incorporating control features to maintain scenic appeal while improving turnaround times. Control cars in JR systems primarily take the form of driving trailers paired with diesel multiple units (DMUs) like the KiHa series, where non-powered cab-equipped trailers enable flexible formations on non-electrified lines. In high-speed contexts, sets feature dedicated end control cars designed for operational speeds up to 300 km/h, as seen in series such as the N700A, which prioritize aerodynamic efficiency and advanced signaling integration. These trailers house driver's cabs with direct communication to powered cars, supporting bi-directional travel without additional locomotives. The JR Group's fleet includes hundreds of control cars deployed across conventional and high-speed networks. Operations leverage these cars for tourist services offering passengers unobstructed views, while in urban electric multiple units (EMUs), they enable rapid acceleration and frequent stops on commuter routes like the Tokaido Main Line. A distinctive feature of Japanese control cars, especially in Shinkansen fleets, is the integration of earthquake early detection systems. These incorporate seismometers and the Urgent Earthquake Detection and Alarm System (UrEDAS), which trigger automatic emergency braking within seconds of sensing P-waves from seismic events, often stopping trains before destructive S-waves arrive. This technology, refined since the 1990s, has prevented derailments in major quakes, including the 2011 Tohoku event, underscoring JR's emphasis on seismic resilience.

Sri Lanka

Sri Lanka Railways introduced control cars, primarily in the form of driving trailer cars (DTCs), during the late 2010s to improve efficiency on suburban commuter services around . These units were integrated into Diesel-Electric Multiple Unit (DEMU) train sets supplied by India's (ICF) starting in 2018, addressing growing demand on urban routes amid the legacy of British colonial rail infrastructure established in the . The primary types include DTCs designed for DEMU operations, such as those in the Class S13, where each 13-car rake features two driving power cars (DPCs) with economy seating, two DTCs with economy seating, two DTCs with air-conditioned seating, alongside intermediate coaches for varied classes. These configurations support push-pull functionality on main lines, allowing the to be controlled from either end without relocating the , which optimizes turnaround times for frequent Colombo-area services. The fleet consists of 24 DTC units across six S13 DEMU rakes, dedicated to commuter operations including the Kelani Valley Line, a 59 km route from Maradana in to . These trains operate at maximum speeds of 100 km/h, facilitating reliable service in a tropical environment prone to heavy rainfall. To endure monsoonal conditions, the DTCs incorporate anti-corrosive bodies and specialized coatings for and salt exposure, ensuring durability in Sri Lanka's coastal and wet climate.

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