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68-568: The High Capacity Metro Train ( HCMT ) is a type of electric multiple unit (EMU) train for use by Metro Trains Melbourne on the Melbourne rail network . The first train set entered service on 27 December 2020 and will become the primary rolling stock used in the Metro Tunnel when it opens in 2025. The HCMTs carry around 1,400 passengers in seven carriages, running on Melbourne's 1,500 V DC overhead catenary system, and are currently

136-426: A de facto national standard, and most installations of cab signals in the current era have been this type. Recently, there have been several new types of cab signalling which use communications-based technology to reduce the cost of wayside equipment or supplement existing signal technologies to enforce speed restrictions and absolute stops and to respond to grade crossing malfunctions or incursions. The first of these

204-413: A few modifications. All cab signalling systems must have a continuous in-cab indication to inform the driver of track condition ahead; however, these fall into two main categories. Intermittent cab signals are updated at discrete points along the rail line and between these points the display will reflect information from the last update. Continuous cab signals receive a continuous flow of information about

272-496: A larger number of information points that may have been possible with older systems as well as finer grained signalling information. The British Automatic Train Protection was one example of this technology along with the more recent Dutch ATB-NG. Wireless cab signalling systems dispense with all track-based communications infrastructure and instead rely on fixed wireless transmitters to send trains signalling information. This method

340-417: A magnetic field. Inductive systems are non-contact systems that rely on more than the simple presence or absence of a magnetic field to transmit a message. Inductive systems typically require a beacon or an induction loop to be installed at every signal and other intermediate locations. The inductive coil uses a changing magnetic field to transmit messages to the train. Typically, the frequency of pulses in

408-408: A means of transmitting information from wayside to train. There are a few main methods to accomplish this information transfer. This is popular for early intermittent systems that used the presence of a magnetic field or electric current to designate a hazardous condition. The British Rail Automatic Warning System (AWS) is an example of a two-indication cab signal system transmitting information using

476-480: Is being performed by Downer at Newport Workshops . Plenary Group is responsible for the financial management of the project, and the debt is financed by a group of investment banks led by Westpac . The contract did not prescribe specific design elements of the HCMTs, but required that the design fulfil a number of objectives, centred on the provision of a "safe and comfortable journey for passengers". The total value of

544-414: Is continually updated giving an easy to read display to the train driver or engine driver . The simplest systems display the trackside signal, while more sophisticated systems also display allowable speed, location of nearby trains, and dynamic information about the track ahead. Cab signals can also be part of a more comprehensive train protection system that can automatically apply the brakes stopping

612-427: Is essentially an inductive system that uses the running rails as information transmitter. The coded track circuits serve a dual purpose: to perform the train detection and rail continuity detection functions of a standard track circuit , and to continuously transmit signal indications to the train. The coded track circuit systems eliminate the need for specialized beacons. Examples of coded track circuit systems include

680-634: Is most closely associated with communications-based train control . ETCS levels 2 and 3 make use of this system, as do a number of other cab signalling systems under development. The cab display unit (CDU), (also called a driver machine interface (DMI) in the ERTMS standard) is the interface between the train operator and the cab signalling system. Early CDU's displayed simple warning indications or representations of wayside railway signals. Later, many railways and rapid transit systems would dispense with miniature in-cab signals in favour of an indication of what speed

748-404: Is sometimes known by its model number designated by CRRC Changchun, CCD5006, which belongs to its CCD series rapid transit trains. The trains have seven carriages, with a total passenger capacity of 1,380, with the ability to add three more carriages for a capacity of more than 1,970. An aerodynamic nose cone and retractable cover for the couplers at each end of the trains were included to reduce

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816-540: The Santa Fe and New York Central , fulfilled the requirement by installing intermittent inductive train stop devices, the PRR saw an opportunity to improve operational efficiency and installed the first continuous cab signal systems, eventually settling on pulse code cab signaling technology supplied by Union Switch and Signal . In response to the PRR lead, the ICC mandated that some of

884-582: The Budd Metroliner . EMUs powered by fuel cells are under development. If successful, this would avoid 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

952-581: The Melbourne rail network occurred in 2002, when franchisees M>Train and Connex ordered 62 Siemens Nexas and 58 X'Trapolis 100 trains respectively, as part of their franchise agreements to replace the older Hitachi trains . However, the Siemens units suffered major braking issues over the following decade, causing their repeated withdrawal from service; when the State Government tendered for 18 further six-carriage trains in 2007, it restricted bids to

1020-650: The Pennsylvania Railroad (PRR) and Union Switch & Signal (US&S) became the de facto national standard. Variations of this system are also in use on many rapid transit systems and form the basis for several international cab signalling systems such as CAWS in Ireland, BACC in Italy, ALSN in Russia and the first generation Shinkansen signalling developed by Japan National Railways ( JNR ). In Europe and elsewhere in

1088-476: The Pennsylvania Railroad standard system , a variation of which was used on the London Underground Victoria line , Later, audio frequency (AF) track circuit systems eventually came to replace "power" frequency systems in rapid transit applications as higher frequency signals could self- attenuate reducing the need for insulated rail joints. Some of the first users of AF cab signal systems include

1156-605: 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 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

1224-516: The Washington Metro and Bay Area Rapid Transit . More recently, digital systems have become preferred, transmitting speed information to trains using datagrams instead of simple codes. The French TVM makes use of the running rails to transmit the digital signalling information, while the German LZB system makes use of auxiliary wires strung down the centre of the track to continually transmit

1292-581: The Comeng fleet by 2032, and be used primarily on the Sunshine – Dandenong line created by the Metro Tunnel. Furthermore, it identified the need for the new trains to include cab signalling to reduce the headway required between trains, and for the construction of new maintenance facilities at several points on the network. Prior to the 2014 state election , then-Premier Denis Napthine promised an order of 25 of

1360-622: The HCMTs, and the trains began operating revenue services under the new communications-based moving block system in October 2023. HCMTs were progressively rolled out from 2020 until by 2023 they were operating all suburban revenue services on the Cranbourne and Pakenham lines. Two HCMTs entered the Metro Tunnel in 2023 to begin testing for the opening of service through the tunnel, running at the top tunnel speed of 80 km/h by August 2023. On 30 October 2023, HCMTs were introduced into revenue service on

1428-552: The PPP was around $ 2.3 billion. The first revenue service for the HCMT was the 8:31am service from Pakenham on the Pakenham line on 27 December 2020. This was an extra service and regular timetabled services didn't commence until 31 January 2021, when the new PTV timetable was introduced. In 2021, high-capacity signalling began being installed on the Cranbourne, Pakenham and Sunbury lines for use by

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1496-749: The PRR. These railways included the Central Railroad of New Jersey (installed on its Southern Division), the Reading Railroad (installed on its Atlantic City Railroad main line), the New York Central, and the Florida East Coast . Both the Chicago and North Western and Illinois Central employed a two-aspect system on select suburban lines near Chicago. The cab signals would display "Clear" or "Restricting" aspects. The CNW went further and eliminated

1564-581: The Pakenham and Cranbourne line upgrades. In June 2015, expressions of interest were requested for the 37 new trains to be delivered and maintained for the Melbourne rail network. In November 2015, three consortia were shortlisted to build and maintain the 37 trains: In March 2016, the order was increased to 65. In September 2016, the contract was awarded to the Evolution Rail consortium. New depots to maintain

1632-660: The Sunbury Line, with two services running in the morning peak from Sunbury to Flinders Street station, then continuing on to the Pakenham line. This followed power upgrades, new signalling and platform extensions as part of the Sunbury Line Upgrade to allow for the trains. A further 34 trains will complete the Sunbury line fleet when the Metro Tunnel opens in 2025. The HCMT are based on the Type A design used by CRRC Changchun. The train

1700-636: The Victorian Government announced it was procuring an additional 5 HCMT sets for use on the Melbourne Airport rail link , to bring the total order to 70. The trains are being delivered as a public–private partnership (PPP) between the State of Victoria and Evolution Rail Pty Ltd, under the Partnerships Victoria agency. The initial contract specified that the consortium would be responsible for

1768-448: 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 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

1836-531: The awarding of several subcontracts for the project in December. The mockup carriages used for the consultation phase were placed on public display at Birrarung Marr from 9–17 February 2018. The display concluded during Melbourne's White Night event with a light show. By June of that year, manufacturing had commenced, with the first body shells arriving at Newport Workshops from CRRC's facility in China. On 9 May 2022

1904-446: 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: Cab signalling Cab signaling is a railway safety system that communicates track status and condition information to the cab, crew compartment or driver's compartment of a locomotive , railcar or multiple unit . The information

1972-410: The continuous event relied upon by the cab signalling system. Early systems use the rails or loop conductors laid along the track to provide continuous communication between wayside signal systems and the train. These systems provided for the transmission of more information than was typically possible with contemporary intermittent systems and are what enabled the ability to display a miniature signal to

2040-412: The current speed. Digital cab signalling systems that make use of datagrams with "distance to target" information can use simple displays that simply inform the driver when they are approaching a speed penalty or have triggered a speed penalty or more complex ones that show a moving graph of the minimum braking curves permitted to reach the speed target. CDU's also inform the operator which, if any, mode

2108-576: The delivery and maintenance of the sets, as well as the construction of the new rail yard facilities. Frames for bogies will be manufactured by Hoffman Engineering in Bendigo . The Australian arm of Times Electric is manufacturing the traction motors and other electrical systems in Morwell , and SIGMA Air Conditioning is building the heating and cooling systems in Derrimut . Assembly of wheel sets and bogies

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2176-478: The depots and simulators over the same time frame. Evolution Rail is a consortium composed of CRRC Changchun Railway Vehicles , Downer Rail and Plenary Group . CRRC Changchun is leading the development and design for the HCMTs, and is manufacturing the train bodies as a joint venture with Downer Rail. At least 60% of construction is "local content" from the Victorian manufacturing supply chain . Downer leads

2244-594: The design process marked the fulfilment of the project's first major contractual obligation. In late 2017, the Locomotive Division of the Victorian Rail Tram and Bus Union lodged proceedings in the Federal Court of Australia against Metro Trains, claiming that the consortium, government and Metro planned to introduce a lower standard of training for operators of the HCMT. It furthermore refused to support

2312-533: The design, construction and delivery of 65 trains, as well as the construction of a heavy maintenance facility and depot in Pakenham East, the construction of a light maintenance facility in Calder Park, and the provision of two simulators for driver training. It also stated that the consortium would be responsible for the maintenance of the HCMTs throughout their lifetime, as well as the operation and maintenance of

2380-461: The driver; hence the term, "cab signalling". Continuous systems are also more easily paired with Automatic Train Control technology, which can enforce speed restrictions based on information received through the signalling system, because continuous cab signals can change at any time to be more or less restrictive, providing for more efficient operation than intermittent ATC systems. Cab signals require

2448-624: The engineer a chance to decelerate. SES is in the process of being removed from this line, and is being replaced with CSS. Amtrak uses the Advanced Civil Speed Enforcement System (ACSES) for its Acela Express high-speed rail service on the NEC. ACSES was an overlay to the existing PRR-type CSS and uses the same SES transponder technology to enforce both permanent and temporary speed restrictions at curves and other geographic features. The on-board cab signal unit processes both

2516-468: The entire length of metropolitan platforms . The NDPMR rejected double-decker trains on the basis that they would increase dwell time at crowded stations, and argued that 220-metre (721 ft 9 in) trains, formed by operating the existing three car sets as nine car trains, would require extensive and prohibitively expensive infrastructure works, particularly in the City Loop . Instead, it recommended

2584-441: 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 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

2652-399: 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 a motor-driving car or power-driving car. On third rail systems, the outer vehicles usually carry the pick up shoes with

2720-611: The implementation of the new rolling stock unless all electric train drivers were trained in the operation of the HCMT. Among the union's objections to the project are the necessary changes in work practice and the increased automation of certain processes. This followed criticism by the Australian Workers' Union of the decision to award the contract to Evolution Rail instead of Bombardier, the latter of which had an established manufacturing operation in Dandenong . The government announced

2788-430: The incidence of train surfing when the HCMTs are in operation. They are designed for easy conversion to dual voltage operation at either 1,500 V DC or 3 kV DC by the installation of an electrical cabinet containing IGBT-based DC-to-DC converter, line reactors and line filters, without needing to modify the traction inverters or traction motors. Approximately 30–40% of passengers are seated when

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2856-508: The inductive coil are assigned different meanings. Continuous inductive systems can be made by using the running rails as one long tuned inductive loop. Examples of intermittent inductive systems include the German Indusi system. Continuous inductive systems include the two-aspect General Railway Signal Company "Automatic Train Control" installed on the Chicago and North Western Railroad among others. A coded track circuit based system

2924-417: The information displayed to the driver has become out of date. Intermittent cab signalling systems have functional overlap with many other train protection systems such as trip stops, but the distinction is that a driver or automatic operating system makes continuous reference to the last received update. Continuous systems have the added benefit of fail safe behaviour in the event a train stops receiving

2992-471: The internal reconfiguration of Siemens and Comeng trains to increase capacity, but identified the provision of new rolling stock as critical to the cost-effective use of existing railway infrastructure. Among the deficiencies of existing rolling stock noted by the NDPMR were "multi-purpose" designs intended to strike a balance between commuter rail and metro operations, and the failure of existing trains to use

3060-498: The metropolitan rail network. The Network Development Plan – Metropolitan Rail (NDPMR), released publicly in early 2013 in the partial fulfillment of this objective, was designed as a series of concrete proposals for the expansion and consolidation of the rail network over the following 20 years. The NDPMR's first stage, intended to be completed before 2016, acknowledged the need for an interim solution of several more X'Trapolis trains to overcome major constraints, as well as recommending

3128-717: The more famous electric multiple units in the world are high-speed trains: the Italian Pendolino and Frecciarossa 1000 , Shinkansen in Japan, 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

3196-679: The most advanced trains in the Metro Trains fleet. A consortium of investors and rail companies are constructing the trains in China and Australia via a contract with the Victorian Government , in addition to upgrade works necessary for the operation of the trains. The HCMTs currently run all services on the Cranbourne and Pakenham lines, alongside two morning test services on the Sunbury line . The previous major procurement of rolling stock for

3264-624: 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 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

3332-428: The nation's other large railways must equip at least one division with continuous cab signal technology as a test to compare technologies and operating practices. The affected railroads were less than enthusiastic, and many chose to equip one of their more isolated or less trafficked routes to minimize the number of locomotives to be equipped with the apparatus. Several railways chose the inductive loop system rejected by

3400-421: The operator was permitted to travel at. Typically this was in conjunction with some sort of Automatic Train Control speed enforcement system where it becomes more important for operators to run their trains at specific speeds instead of using their judgement based on signal indications. One common innovation was to integrate the speedometer and cab signal display, superimposing or juxtaposing the allowed speed with

3468-506: The presence of a driver. The trains also automatically estimate the passenger load, and the reading can be accessed remotely. Furthermore, the HCMTs include "stopping aids" to maximise accuracy of the position of train's arrival at platforms. Drivers will also have the capacity to open individual doors on the trains. [REDACTED] Media related to High Capacity Metro Trains at Wikimedia Commons Electric multiple unit EMUs are popular on commuter, and suburban rail networks around

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3536-408: The previous two models ordered and awarded the contract to Alstom. Several further orders were placed for X'Trapolis trains over the next 10 years. The Public Transport Development Authority (later branded as Public Transport Victoria ) was created in 2011 by the newly elected state government of Premier Ted Baillieu with the intent of, among other things, running major studies into the operation of

3604-433: The procurement of single-level trains with a fixed number of cars, increased standing room and a length of 153 metres (502 ft 0 in), with the capacity for expansion to 220 m (721 ft 9 in) upon the opening of the Metro Tunnel . The NDPMR envisaged these trains with a maximum capacity of 1,100 and 1,600 passengers respectively. The NDPMR envisaged that these high-capacity trains would completely replace

3672-454: The proposed high-capacity trains if his incumbent Liberal-National Coalition state government was returned for a second term. This was part of an unsolicited proposal put forward to the government by train operator Metro Trains Melbourne , and the proposal would also involve the upgrade of the Pakenham and Cranbourne lines. The trains would be built by UGL Rail , who was a partial owner of Metro Trains Melbourne. The Coalition's proposal

3740-424: The signalling information. Transponder based systems make use of fixed antenna loops or beacons (called balises ) that transmit datagrams or other information to a train as it passes overhead. While similar to intermittent inductive systems, transponder based cab signalling transmit more information and can also receive information from the train to aid traffic management. The low cost of loops and beacons allows for

3808-458: The start to use in-cab signalling due to the impracticality of sighting wayside signals at the new higher train speeds. Worldwide, legacy rail lines continue to see limited adoption of Cab Signaling outside of high density or suburban rail districts and in many cases is precluded by use of older intermittent Automatic Train Stop technology. In North America, the coded track circuit system developed by

3876-441: The state of the track ahead and can have the cab indication change at any time to reflect any updates. The majority of cab signalling systems, including those that use coded track circuits, are continuous. The German Indusi and Dutch ATB-NG fall into this category. These and other such systems provide constant reminders to drivers of track conditions ahead, but are only updated at discrete points. This can lead to situations where

3944-591: The system might be in or if it is active at all. CDU's can also be integrated into the alertness system , providing count-downs to the alertness penalty or a means by which to cancel the alarm. Cab signalling in the United States was driven by a 1922 ruling by the Interstate Commerce Commission (ICC) that required 49 railways to install some form of automatic train control in one full passenger division by 1925. While several large railways, including

4012-408: The train if the operator does not respond appropriately to a dangerous condition. The main purpose of a signal system is to enforce a safe separation between trains and to stop or slow trains in advance of a restrictive situation. The cab signal system is an improvement over the wayside signal system, where visual signals beside or above the right-of-way govern the movement of trains, as it provides

4080-400: The train is at full capacity. The standing areas of the train offer multiple types of straps and handles for the safety of standing passengers, and wide doors for rapid ingress and egress from these areas. In addition to seventy passenger information displays (PIDs) in each train, Wi-Fi connections are available throughout the passenger areas. The PIDs show the next station, current time, and

4148-515: The train operator with a continuous reminder of the last wayside signal or a continuous indication of the state of the track ahead. The first such systems were installed on an experimental basis in the 1910s in the United Kingdom, in the 1920s in the United States, and in the Netherlands in the 1940s. Modern high-speed rail systems such as those in Japan, France, and Germany were all designed from

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4216-403: The train's location on an adapted rail map. Displays on the front and sides of the train indicate its destination. Twenty-eight wheelchair spaces and wide aisles between seats enable easy access for passengers with disabilities. A number of semi-automated features are included in the HCMT design, including the capacity for low-speed shunting by remote control and for trains to be started without

4284-625: The trains will be built in Pakenham East and Calder Park . By September of the following year, a full-scale mock-up of two carriages had been constructed and was presented to Minister for Public Transport Jacinta Allan . The mock-up was made available to drivers , technicians, representatives of the Public Transport Users Association and passenger groups including the visually impaired and those with physical disabilities. The Evolution Rail consortium noted that this last stage in

4352-472: The wayside intermediate signals in the stretch of track between Elmhurst and West Chicago, requiring trains to proceed solely based on the 2-aspect cab signals. The Chicago, Milwaukee, St. Paul and Pacific Railroad had a 3-aspect system operating by 1935 between Portage, Wisconsin and Minneapolis, Minnesota . As the Pennsylvania Railroad system was the only one adopted on a large scale, it became

4420-459: 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 is simpler as no provision is needed for exhausting fumes, although retrofitting existing limited-clearance tunnels to accommodate

4488-585: The world, cab signalling standards were developed on a country by country basis with limited interoperability, however new technologies like the European Rail Traffic Management System ( ERTMS ) aim to improve interoperability. The train-control component of ERTMS, termed European Train Control System ( ETCS ), is a functional specification that incorporates some of the former national standards and allows them to be fully interoperable with

4556-548: Was criticised by the Labor opposition led by Daniel Andrews , labelling it a "con", and that 25 trains were "not enough to meet future passenger numbers". The Coalition subsequently lost the 2014 election and the proposal did not go ahead under the new Labor state government, who instead announced a different proposal in March 2015. Labor's proposal would involve the purchase of 37 new trains via expressions of interest, and an expanded scope of

4624-507: Was the Speed Enforcement System (SES) employed by New Jersey Transit on their low-density Pascack Valley Line as a pilot program using a dedicated fleet of 13 GP40PH-2 locomotives. SES used a system of transponder beacons attached to wayside block signals to enforce signal speed. SES was disliked by engine crews due to its habit of causing immediate penalty brake applications without first sounding an overspeed alarm and giving

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