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53-470: The Kawasaki Heavy Industries & CSR Qingdao Sifang C151B is the fifth generation electric multiple unit rolling stock in operation on the existing North–South (NSL) and East–West (EWL) lines of Singapore's Mass Rapid Transit (MRT) system, manufactured by Kawasaki Heavy Industries (KHI) & CRRC Qingdao Sifang under Contract 151B. 45 trains were purchased and all of them have been delivered to Singapore as of 12 April 2017. SMRT took delivery of

106-466: 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

159-483: A motor-driving car or power-driving car. On third rail systems, the outer vehicles usually carry the pick up shoes with the motor vehicles receiving the current via intra-unit connections . Many modern two-car EMU sets are set up as twin or "married pair" units. While both units in a married pair are typically driving motors, the ancillary equipment (air compressor and tanks, batteries and charging equipment, traction power and control equipment, etc.) are shared between

212-515: A par with DMUs. RVR also produced DRB2 control cars for such trainsets, which a similar to control cars of the ER9 EMUs. 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. In the Czech Republic, these control cabs were hardly used in the past. The main reason

265-498: A part of their DMU and EMU unit respectively. Iarnród Éireann operates two classes of push-pull trainsets, each with its own Control Car: 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: In Italy,

318-548: 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

371-471: 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

424-497: 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

477-527: Is controlled by VVVF inverter with two-level IGBT semiconductor controller, rated at 415 kVA. Each inverter unit controls two motors on one bogie (1C2M), and one motor car features two of such units. Motors are three-phase AC induction type, model MLR109, with a maximum output of 140 kW (190 hp). Instead of other trains which use the older STARIS system, the C151B is the first train type equipped with STARIS 2.0 which consists of two LCD screens displaying

530-567: Is manufactured by Bombardier. They are to be upgraded for ERTMS , starting 2019. 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

583-417: Is simpler as no provision is needed for exhausting fumes, although retrofitting existing limited-clearance tunnels to accommodate the extra equipment needed to transmit electric power to the train can be difficult. Multiple unit train control was first used in the 1890s. The Liverpool Overhead Railway opened in 1893 with two-car electric multiple units, controllers in cabs at both ends directly controlling

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636-421: Is the second train with SMRT's new white pixelated livery with red , yellow and black stripes, which is similar to Bukit Panjang LRT 's C801A , as compared to the older SMRT trains. The C151B trains are the first trains to have a full white front unlike the older batch of trains with a black front. The first eight trains received the new livery with the 1st Generation SMRT logos, the ninth train received

689-528: 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. 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

742-738: The China Railway High-speed in China, ICE 3 in Germany, and the British Rail class 395 Javelin. The retired New York–Washington Metroliner service, first operated by the Pennsylvania Railroad and later by Amtrak , also featured high-speed electric multiple-unit cars, known as the Budd Metroliner . EMUs powered by fuel cells are under development. If successful, this would avoid

795-564: The Land Transport Authority (LTA) awarded the tender to Kawasaki Heavy Industries at a price of S$ 281,508,884.00. Subsequently, the tender results were released to the public on 27 August 2012. Kawasaki will be responsible for the overall project management, design, manufacturing of bogies and procurement of major components. CRRC Sifang will be in charge of manufacturing, final fitting and assembly of complete MRT trains and factory testing. Kawasaki (Singapore) will be responsible for

848-569: The Ontario Northland Railway , respectively. 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. Amtrak developed their Non-powered Control Unit (NPCU) by removing

901-494: 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

954-538: 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. The use of cab cars (Dutch: stuurstandrijtuig) in The Netherlands by NS

1007-668: The 1960s. Control cars communicate with the locomotive via cables that are jumped between cars. North America and Ireland use a standard AAR 27-wire multiple unit cable, while other countries use cables with up to 61 wires. A more recent method is to control the train through a Time-Division Multiplexed (TDM) connection, which usually works with two protected wires. In North America, cab cars are used primarily for commuter rail and, less frequently, for longer distance trains. There are both single and bilevel models; styling ranges from blunt ends to newer, more aerodynamic, streamlined cabs. They may be very similar to regular coaches, to

1060-857: 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: 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

1113-687: The 2nd Generation SMRT logos while the subsequent 36 trains received the 3rd Generation SMRT logos. The front and rear of the train were albeit with different headlights, which is the same as the C151C trains. Electric multiple unit EMUs are popular on commuter, and suburban rail networks around the world due to their fast acceleration and pollution-free operation, and are used on most rapid-transit systems. Being quieter than diesel multiple units (DMUs) and locomotive -hauled trains, EMUs can operate later at night and more frequently without disturbing nearby residents. In addition, tunnel design for EMU trains

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1166-516: The 406 resembles an operational F40PH externally and initially retained its original number. But as of 2024, it was renumbered to 90406 to avoid duplicate numbering with the ALC-42s. In 2017, NCDOT started a Cab Control Unit (CCU) program using ex-GO F59PHs . 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

1219-668: 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

1272-709: 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. 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

1325-740: The North–South Line on 16 April 2017. Although there were some C151Bs housed in Tuas Depot since the inception of the Tuas West Extension, the C151Bs did not begin revenue service on the full-stretch of the East–West line only until 6 May 2018, when the line switched to the new signalling system. Before that, the C151Bs running on the EWL only ran on the Tuas West Extension between Gul Circle and Tuas Link as it

1378-403: 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

1431-506: The batteries are charged via the electric pickup when operating on electric mode. EMUs, when compared with electric locomotives , offer: Electric locomotives, when compared to EMUs, offer: Driving trailer 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

1484-485: The construction of electric traction railways and trolley systems worldwide. Each car of the train has its own traction motors: by means of motor control relays in each car energized by train-line wires from the front car all of the traction motors in the train are controlled in unison. The cars that form a complete EMU set can usually be separated by function into four types: power car, motor car, driving car, and trailer car. Each car can have more than one function, such as

1537-457: The control car in the lead at up to 250 km/h (160 mph) on the recently built high-speed lines . 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

1590-467: 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

1643-497: The delivery of complete MRT trains to the depot, on-site testing and commissioning. The new MRT trains are scheduled to be delivered to Singapore from 2015 onwards. The C151B trains is the fourth commuter type Electric Multiple Unit (EMU) after the C751B and C151A trains which features electric systems fully manufactured by Fuji Electric . These electric systems are made in Japan. Propulsion

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1696-420: 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)

1749-454: 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. Longer trains require two engines, one on each end. Until the 1980s, Ontario 's GO Transit had

1802-509: The existing ex-Metroliner cab cars until the Airo fleet arrives. In 2024, Amtrak started converting their GE P42DC locomotives into Non-Powered Control Units, starting with Amtrak P42DC #184, which is now Amtrak P42C #9700. There are many examples of this type of vehicle in operation in Europe . In Belarus, as part of push-pull trains, control and intermediate cars from DR1 DMUs manufactured by

1855-500: The first 2 train cars on 21 May 2015. These trains increased frequency for the two MRT lines, North–South and East–West lines. These trains retain the same IGBT - VVVF traction equipment found on the earlier C751B and C151A sets, also featuring SMRT's "Pixels" livery introduced on the Bukit Panjang LRT C801A , and was going to be on the refurbished C651 trains, until the project was cancelled in 2018. These trains are

1908-409: 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

1961-501: The first to be fitted with STARiS 2.0 , which is embedded in the door's overhead panels, as factory stock and also the first amongst the rolling stock used on the North–South and East–West lines to have electric door actuators rather than the traditional pneumatic door actuators on previous generations of rolling stock, allowing smoother and more reliable door operations, reducing delays. The first C151B train (Set 601/602) made its debut on

2014-461: 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,

2067-523: The front of the train hitting a truck at a crossing. The truck driver left his vehicle before the impact, but the collision resulted in multiple car derailments and further cars jackknifing causing widespread injury. From the 1970s until 1999, the 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

2120-416: The need for an overhead line or third rail . An example is Alstom ’s hydrogen -powered Coradia iLint . The term hydrail has been coined for hydrogen-powered rail vehicles. Many battery electric multiple units are in operation around the world, with the take up being strong. Many are bi-modal taking energy from onboard battery banks and line pickups such as overhead wires or third rail. In most cases

2173-493: The outer end of the pair, saving space and expense over a cab at both ends of each car. Disadvantages include a loss of operational flexibility, as trains must be multiples of two cars, and a failure on a single car could force removing both it and its partner from service. Some of the more famous electric multiple units in the world are high-speed trains: the Italian Pendolino and Frecciarossa 1000 , Shinkansen in Japan,

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2226-415: 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. It was an outgrowth of multiple-unit operation that was already common on diesel locomotives of

2279-481: 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

2332-570: The roll-up side doors, because the Talgo sets on which they operate have a baggage car as part of the trainset, though #90230, #90250, and #90251 were later fitted with these doors. #90250 was originally painted in the Cascades scheme, but was later repainted into Phase V livery. Four NPCUs, #90213, #90214, #90220 and #90224 are exclusively used on the Downeaster . These units have Downeaster logos applied to

2385-690: 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 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

2438-551: The traction current to motors on both cars. The multiple unit traction control system was developed by Frank Sprague and first applied and tested on the South Side Elevated Railroad (now part of the Chicago 'L' ) in 1897. In 1895, derived from his company's invention and production of direct current elevator control systems, Frank Sprague invented a multiple unit controller for electric train operation. This accelerated

2491-511: The train. Most of the train sets have been converted into double-decker EMUs called DDZ . In Poland, the term used is "wagon sterowniczy", which literally means "control carriage". 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. The second batch, PESA -made Sundecks,

2544-614: The travel information, such as the upcoming stations the train will arrive at, door closing warnings and attractions nearby the station. The coupling configuration of a C151B in revenue service is DT–M1–M2+M2–M1–DT. The car numbers of the trains range from x601 to x690, where x depends on the carriage type. Individual cars are assigned a 4 digit serial number. A complete six-car trainset consists of an identical twin set of one driving trailer (DT) and two motor (M) cars permanently coupled together. For example, set 617/618 consists of carriages 3617, 1617, 2617, 2618, 1618 and 3618. Currently, it

2597-426: The two cars in the set. Since neither car can operate without its "partner", such sets are permanently coupled and can only be split at maintenance facilities. Advantages of married pair units include weight and cost savings over single-unit cars (due to halving the ancillary equipment required per set) while allowing all cars to be powered, unlike a motor-trailer combination. Each car has only one control cab, located at

2650-458: 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

2703-482: 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). The VR fleet includes 12 cab cars (Finnish: ohjausvaunu ), classified as Edo. The Corail fleet includes 28 voitures-pilote , classified as B Dux. The Danish ABs were acquired in 2002. The control car

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2756-687: Was delivered at the end of 2015. 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 . There has only been one type of control car in service in Sweden. Only three examples of

2809-480: Was the only section that had the new signalling system installed. On 27 May 2018, with the complete transition to the new signalling system, all 45 C151B trains have entered service on the North–South and East–West lines. In the turnkey Contract C151B, 3 tenderers were shortlisted – Kawasaki Heavy Industries Ltd/ Kawasaki Heavy Industries (Singapore) Pte Ltd Consortium, CRRC Zhuzhou / Siemens , and Construcciones y Auxiliar de Ferrocarriles . On 23 August 2012,

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