If you’ve ever stood on a freezing platform at Metropark or Secaucus Junction, watching the silver blur of a double-decker train pull in, you’ve probably noticed something a bit weird. One end has a massive, humming locomotive. The other end? It looks like a regular passenger car, but it’s got windows on the front and a set of headlights.
That’s the NJ Transit multilevel cab car.
Most commuters barely glance at it. They’re too busy trying to find a seat in the "quiet car" or hunting for a USB port. But honestly, these cars are the unsung heroes of the Northeast Corridor. They’re the reason your train doesn't have to spend forty minutes performing a complicated U-turn at Penn Station. Without them, the entire regional rail system would basically grind to a halt.
The Magic of Push-Pull Operations
People often ask me if the train is "driving backward" when the engine is at the rear. Kinda, but not really.
The cab car is essentially a remote control for the locomotive. Inside that small compartment at the front of the car, an engineer sits with a full array of throttles, brake handles, and digital displays. Through a series of cables running the entire length of the train—known as the trainline—the engineer sends commands to the ALP-46 or ALP-45DP locomotive miles behind them.
It’s called push-pull service. When the train is heading toward New York, the locomotive is usually pushing from the back. When it heads back to Trenton or Bay Head, the locomotive pulls. This setup is a massive time-saver. Since the engineer can just walk from one end of the train to the other, the turnaround time at terminal stations is cut down to almost nothing.
Why the Design Looks... Like That
If you think the NJ Transit multilevel cab car looks a bit boxy or "squashed" compared to double-deckers in other countries, you’re not wrong.
There’s a very specific, very annoying reason for this: the North River Tunnels. These tunnels, which carry trains under the Hudson River into Manhattan, were built by the Pennsylvania Railroad over a century ago. They are incredibly tight.
NJ Transit couldn't just buy "off-the-shelf" double-decker cars from Europe or even California. They had to custom-design a car that could fit into those 100-year-old tubes while still maximizing space. That’s why the roof has that distinct, tapered slope.
The Mezzanine Secret
One thing that confuses new riders is the "three-level" feel. These aren't just "upstairs and downstairs."
✨ Don't miss: Winter Weather Warnings California: What the Maps Actually Mean for Your Next Trip
- The Lower Level: Great for a smooth ride, but you’re basically looking at people’s shoes on the platform.
- The Upper Level: The best views, though it can feel a bit "swayey" at 100 mph.
- The Mezzanine: This is where you board. It’s an intermediate level.
The cab car itself actually sacrifices a few seats to make room for the engineer’s operating compartment. While a standard multilevel trailer might seat around 142 people, a cab car usually clocks in at about 127. It’s a small price to pay for the flexibility it provides the fleet.
Safety and the "Dreaded" Low-Speed Curves
You might have heard some rail fans or news reports talking about "wheel unloading" or derailment risks from years ago. It’s a real thing that the agency had to tackle.
Because these cars are heavy—we’re talking about 68 tons of stainless steel—they behave differently than the old single-level "Comet" cars. Back in 2012, there were some concerns about how the trucks (the wheel assemblies) handled tight curves at low speeds.
NJ Transit ended up working with Bombardier (the original manufacturer) and the FRA to redesign the suspension. They softened the springs and tightened the tolerances. If you ever feel the train lurching slightly through the switches at Newark Penn, just know there’s a massive amount of engineering keeping those wheels glued to the rail.
The New Generation: Multilevel III
We are currently in the middle of a massive shift. The "Multilevel I" and "Multilevel II" cars you see today are getting a new sibling: the Multilevel III.
These are being built by Alstom (who took over Bombardier) and they’re changing the game. The coolest part? Some of these won't even need a locomotive. They’re designing "power cars" that have electric motors built into the axles.
For the cab cars specifically, the newer versions are getting a tech facelift. We're talking:
- USB Charging Ports: Finally, you won't have to pray your phone survives the trip from Hamilton.
- Onboard Infotainment: Digital screens showing real-time station info.
- Positive Train Control (PTC): Advanced computer systems that can automatically stop the train if it senses a collision risk or an overspeed situation.
How to Spot the Cab Car
If you want to ride in the cab car (usually for the novelty of being at the very front), look for the car with the number in the 7000s or 9000s series.
Usually, the cab car is at the "west" end of the train (facing away from New York). However, during periods of equipment shortages or specific route requirements, you might see them buried in the middle of a consist. When they're in the middle, they just act like regular coaches, and the cab remains locked and dark.
Practical Tips for Your Next Commute
- The Quiet Car Rule: On peak-direction trains, the first or last car is often a designated "Quiet Car." If the cab car is leading, it’s usually the place where you’ll get yelled at for taking a phone call.
- The Door Situation: Multilevels have two sets of doors—one for high platforms (like New York) and one with "traps" for low platforms (like smaller stations on the North Jersey Coast Line). The cab car is always equipped to handle both.
- Seating Strategy: If the train is packed, head for the cab car. People often bunch up in the middle of the platform, and the far ends of the train—where the cab car usually sits—tend to have a few more empty "two-by-two" seats.
The NJ Transit multilevel cab car might just look like another hunk of metal, but it’s a tailored solution to a very "New Jersey" problem: too many people, not enough tunnel space, and a need for speed.
Next Steps for the Curious Rider
Next time you're on the platform, walk all the way to the end and look at the front of the cab car. You’ll see the ACSES (Advanced Civil Speed Enforcement System) antennas and the heavy-duty snowplow. It’s a great way to appreciate the sheer scale of the machinery that moves 300,000 people a day. You can also check the official NJ Transit "Modernization" page to see when the new Multilevel III cars are scheduled to hit your specific line.