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EspañolCONTROL CAR (RAIL)
(Redirected from Driving trailers)
A 'control car' is a generic term for a non-powered railroad vehicle that can control operation of a train from the end opposite to the position of the locomotive. They can be used with diesel or electric motive power, allowing push-pull operation without the use of an additional locomotive.
Trains operating with a locomotive at one end and a control car at the other do not require the locomotive to run around to the opposite end of the train when reversing direction at a terminus.
Generally, the driver controls the train through a Time-Division Multiplexed (TDM) connection. In addition to the driver's cab, which has all the controls and gauges necessary for remotely operating the locomotive, control cars all have a horn, whistle, bell, or plow (as appropriate), and most importantly, all of the lights that would normally be on a locomotive. Control cars can carry passengers, baggage, mail, or a combination thereof.
Railroad vehicles that function as control cars go by several different names throughout the world, as below.
A 'cab car' is a special sort of passenger car used in push-pull operations. It is similar to regular passenger car, but a full driver's compartment is built into one or both ends of the car.
Cab cars come in a variety of forms. They can be very similar to regular railcars, 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 car if necessary. Some commuter rail agencies in the United States routinely use cab cars in place of regular passenger coaches on trains.
During the mid-1990s, as push-pull operations became more common in the United States, cab-cars came under criticism for providing less protection to engine crews during grade crossing accidents. This has been addressed by providing additional reinforcing in cab cars.
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 engines/generators solely for supplying Head End Power or HEP with the engineer's controls left intact. Locomotives converted included Alco FA-1s, FA-2s, EMD F7s and one F9. Ontario's GO Transit had a similar program.
Amtrak developed the Non-powered Control Unit (NPCU) by removing the prime mover, main alternator, and traction motors from surplus F40 locomotives. The control cab was left in place. A floor and roll-up side-doors doors were then installed to allow for baggage service leading to the nickname "cab-baggage cars" or "cabbages".
The German term ''Steuerwagen'' translates as ''control car''. Another commonly used translation is ''driving trailer''. There are many examples of this type of vehicle in operation in Germany, Switzerland and elsewhere in Europe.
The first German attempts to use control cars and remote control-equipped steam locomotives were before the Second World War by the Deutsche Reichsbahn (DRG). 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 acknowledged and implemented by the automatic firebox controllers immediately. 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. The Second World War 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 was also imposed, rising to 140 km/h 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 has long-distance trains, which can have up to 14 cars and travel at speeds of 200 km/h, 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 on the recently built high-speed lines.
Iarnrod Eireann operates three classes of push-pull trainsets, each with its own Control Car:
★ Mk 3 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 Mk 3 intercity cars for suburban push-pull service.
★ De Dietrich (Enterprise service) with driving cab containing EMD control stand, luggage compartment and passenger seating. On this set, train heating is supplied from the locomotive Head End Power System.
★
★ Numbered 9001 - 9004
★ CAF (Mk IV) 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 the 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 (IE) to include control of train doors and operate with IE 201 Class locomotives.
Swiss control cars 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, Austria, Liechtenstein, and Italy.
Among the models used are the ''Bt'' (second class), ''BDt'' (second class + baggage), ''ABt'' (first + second class), and ''Dt'' (baggage). The Bt model also exists as a double-deck version for the IC 2000 trainset and Re 450.
As of 2006, locomotives used in Switzerland with these control cars include the Re 420 and its derivatives (including the Re 430), the Re 440, Re 450, Re 460, Re 465, RBe 540, and RBDe 560 and its derivatives. The BLS operates several of its locomotives with control cars, including the Ae 415, Re 420, Re 425, Re 465, ABDe 535, and RBDe 565.
The Zentralbahn narrow gauge locomotives in operation with control cars include the Hge 101, De 110, and Deh 120.
The Rhaetian Railway (RhB) and Matterhorn-Gotthard-Bahn (MGB) also use several different control car models with their locomotive fleets.
★ 'Driving Brake Standard Open'
Main articles: DBSO
A Driving Brake Standard Open or 'DBSO' is a specially converted passenger car. It is expected that the last DBSOs will be withdrawn from mainline service in mid-2006.
★ 'Driving Van Trailer'
Main articles: 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 from the DBSO and originally designed to be used with British Rail Mark 3 and Mk 4 coaches. DVTs are in service with GNER (Mk 4), Virgin Trains and 'one' Anglia (both Mk 3).
★ Push-pull train
★ Driving Van Trailer
★ DBSO
# Partial translation from the (July 2006).
# [1] Rail-info Switzerland
# [2] Eisenbahn Kurier (in German)
# ''Schweizer Eisenbahn-Revue'' (Periodical, published by Minirex AG, Luzern, Switzerland)
# [3] Railfaneurope.net - The European Railway Server
# [4] Amtrak Cabbage Car
A 'control car' is a generic term for a non-powered railroad vehicle that can control operation of a train from the end opposite to the position of the locomotive. They can be used with diesel or electric motive power, allowing push-pull operation without the use of an additional locomotive.
Trains operating with a locomotive at one end and a control car at the other do not require the locomotive to run around to the opposite end of the train when reversing direction at a terminus.
Generally, the driver controls the train through a Time-Division Multiplexed (TDM) connection. In addition to the driver's cab, which has all the controls and gauges necessary for remotely operating the locomotive, control cars all have a horn, whistle, bell, or plow (as appropriate), and most importantly, all of the lights that would normally be on a locomotive. Control cars can carry passengers, baggage, mail, or a combination thereof.
Railroad vehicles that function as control cars go by several different names throughout the world, as below.
| Contents |
| North America |
| Cab cars |
| Converted locomotives |
| Europe |
| Austria |
| Germany |
| Ireland |
| Switzerland |
| United Kingdom |
| See also |
| References |
North America
Cab cars
A 'cab car' is a special sort of passenger car used in push-pull operations. It is similar to regular passenger car, but a full driver's compartment is built into one or both ends of the car.
Cab cars come in a variety of forms. They can be very similar to regular railcars, 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 car if necessary. Some commuter rail agencies in the United States routinely use cab cars in place of regular passenger coaches on trains.
During the mid-1990s, as push-pull operations became more common in the United States, cab-cars came under criticism for providing less protection to engine crews during grade crossing accidents. This has been addressed by providing additional reinforcing in cab cars.
Converted locomotives
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 engines/generators solely for supplying Head End Power or HEP with the engineer's controls left intact. Locomotives converted included Alco FA-1s, FA-2s, EMD F7s and one F9. Ontario's GO Transit had a similar program.
Amtrak developed the Non-powered Control Unit (NPCU) by removing the prime mover, main alternator, and traction motors from surplus F40 locomotives. The control cab was left in place. A floor and roll-up side-doors doors were then installed to allow for baggage service leading to the nickname "cab-baggage cars" or "cabbages".
Europe
The German term ''Steuerwagen'' translates as ''control car''. Another commonly used translation is ''driving trailer''. There are many examples of this type of vehicle in operation in Germany, Switzerland and elsewhere in Europe.
Austria
Germany
The first German attempts to use control cars and remote control-equipped steam locomotives were before the Second World War by the Deutsche Reichsbahn (DRG). 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 acknowledged and implemented by the automatic firebox controllers immediately. 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. The Second World War 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 was also imposed, rising to 140 km/h 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 has long-distance trains, which can have up to 14 cars and travel at speeds of 200 km/h, 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 on the recently built high-speed lines.
Ireland
Iarnrod Eireann operates three classes of push-pull trainsets, each with its own Control Car:
★ Mk 3 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 Mk 3 intercity cars for suburban push-pull service.
★ De Dietrich (Enterprise service) with driving cab containing EMD control stand, luggage compartment and passenger seating. On this set, train heating is supplied from the locomotive Head End Power System.
★
★ Numbered 9001 - 9004
★ CAF (Mk IV) 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 the 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 (IE) to include control of train doors and operate with IE 201 Class locomotives.
Switzerland
Swiss control cars 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, Austria, Liechtenstein, and Italy.
Among the models used are the ''Bt'' (second class), ''BDt'' (second class + baggage), ''ABt'' (first + second class), and ''Dt'' (baggage). The Bt model also exists as a double-deck version for the IC 2000 trainset and Re 450.
As of 2006, locomotives used in Switzerland with these control cars include the Re 420 and its derivatives (including the Re 430), the Re 440, Re 450, Re 460, Re 465, RBe 540, and RBDe 560 and its derivatives. The BLS operates several of its locomotives with control cars, including the Ae 415, Re 420, Re 425, Re 465, ABDe 535, and RBDe 565.
The Zentralbahn narrow gauge locomotives in operation with control cars include the Hge 101, De 110, and Deh 120.
The Rhaetian Railway (RhB) and Matterhorn-Gotthard-Bahn (MGB) also use several different control car models with their locomotive fleets.
United Kingdom
★ 'Driving Brake Standard Open'
Main articles: DBSO
A Driving Brake Standard Open or 'DBSO' is a specially converted passenger car. It is expected that the last DBSOs will be withdrawn from mainline service in mid-2006.
★ 'Driving Van Trailer'
Main articles: 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 from the DBSO and originally designed to be used with British Rail Mark 3 and Mk 4 coaches. DVTs are in service with GNER (Mk 4), Virgin Trains and 'one' Anglia (both Mk 3).
See also
★ Push-pull train
★ Driving Van Trailer
★ DBSO
References
# Partial translation from the (July 2006).
# [1] Rail-info Switzerland
# [2] Eisenbahn Kurier (in German)
# ''Schweizer Eisenbahn-Revue'' (Periodical, published by Minirex AG, Luzern, Switzerland)
# [3] Railfaneurope.net - The European Railway Server
# [4] Amtrak Cabbage Car
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