| British Rail DVT | |
|---|---|
 London North Eastern Railway Mk4 DVT atPeterborough | |
| In service | 1989 – present |
| Manufacturer | Mark 3:British Rail Engineering Limited Mark 4:Metro-Cammell |
| Family name | |
| Constructed | 1988 - 1990 |
| Number built |
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| Number in service |
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| Number preserved |
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| Number scrapped |
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| Fleet numbers |
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| Operators | |
| Specifications | |
| Car length | 18.83 m (61 ft 9 in) |
| Width | 2.71 m (8 ft 11 in) |
| Height | 3.88 m (12 ft 9 in) |
| Maximum speed | 125 mph (201 km/h) (Mark 3) 140 mph (225 km/h) (Mark 4) |
| Weight | 43.7 t (43.0 long tons; 48.2 short tons) |
| Braking system(s) | Air |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge |
ADriving Van Trailer (DVT) is aBritish purpose-builtcontrol car railway vehicle that allows the driver to operate with alocomotive inpush-pull formation from the opposite end of a train. A key benefit of operating trains with DVTs is the requirement for fewer locomotives; for example, a second locomotive would otherwise have to join at the other end of the train after arrival at terminal stations to lead the train's onward journey.
The Mark 3 DVT was originally designed and produced byBritish Rail Engineering Limited (BREL) during the late 1980s and early 1990s. Unlike many other control cars, such as theMark 2DBSO, the DVT visually resembles a locomotive, specificallyClass 90 for the 82/1 Mark 3 series andClass 91 for the 82/2 Mark 4 series; thus when the train is operating in push mode, it does not appear to be travelling backwards. The vehicles do not have any passenger accommodation due to health and safety rules in place at the time of construction that prohibited passengers in the leading carriages of trains that run faster than 100 miles per hour (160 km/h).[citation needed] Historically, it was believed that a train would be unstable at high speeds unless pulled from the front; however, extensive testing and the experience of high speed trains with central power cars, such as theAdvanced Passenger Train (APT) and theEurostar, have since altered this view.
The later-built Mark 4 DVT was specifically developed to work with the newMark 4 carriages of theInterCity 225 on theEast Coast Mainline while the Mark 3 DVT was built to work with theMark 2 andMark 3 carriages which then comprised theInterCity rolling stock on theWest Coast Main Line. A planned Mark 5 DVT was never produced. Following thePrivatisation of British Rail, various private sector train operators have opted to use DVTs in their services. In some cases, such asWrexham & Shropshire's services betweenLondon Marylebone andWrexham General using Mark 3s andClass 67 diesel locomotives, the DVTs required modification to work with new types of locomotives. Other operators have opted to have their DVTs outfitted withdiesel generators or even traction apparatus, the latter case resulting in the experimentalClass 19 locomotive.
The DVT concept is similar to theMark 2DBSO but, unlike its predecessor which was rebuilt from existing stock, it was a new build vehicle manufactured specifically for this purpose. The first design of DVT was designed to matchMark 2 andMark 3 coaches. The second design has a narrower profile, similar toMark 4 coaches, which would enable it to be converted totilting operation if required in the future.[citation needed] The nose of the vehicle was styled to closely resemble the Class 90 and 91 locomotives that they were paired with.
The original Mark 3 DVTs, which operated on theWest Coast Main Line, used theRCH jumpers to carry the signals, therefore allowing the same cables to be used for lighting and thepublic address system, as well as driver-guard signalling. TheClass 86 andClass 87 locomotives had to be retrofitted with RCH cables, replacing the older multiple working jumpers that some of them had been fitted with.[1]
TheInterCity 225 sets operate on theEast Coast Main Line; the Mark 4 DVTs and locomotives operate in push-pull formation utilising atime-division multiplexer to send control signals along specially screened cables which run the length of the train. The locomotives usually face north, away from London, only being changed occasionally in rare circumstances; this is because the Class 91 depots (formerlyBounds Green and nowNeville Hill) are situated at the north end of King's Cross and Leeds stations respectively, allowing easy changeover.[citation needed]
When a train is operated by a DVT, the control signals are encoded and multiplexed onto the cables by the TDM equipment in the DVT. At the locomotive, these signals are demultiplexed by the TDM equipment and the signals are used to control the locomotive. Theair braking system is operated directly from whichever cab the driver is driving from. If the TDM fails and cannot be reconfigured, the train may still operate; however, if the DVT is leading, it will be necessary to uncouple the locomotive and attach it to the front of the train.[citation needed]
In addition to the driver's cab, some DVTs have luggage and cycle storage space and a guard's office. One DVT was fitted with a traction gel applicator.[2] A number of Mark 3 DVTs have been fitted with generators to provide power to on-train equipment. One has been fitted with traction equipment, becoming the experimentalClass 19 locomotive.[3][4]
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British Rail Engineering Limited'sDerby Litchurch Lane Works built 52 Mark 3 DVTs to operate withMark 2 andMark 3 sets inpush-pull mode with Class86,87 and90 locomotives onInterCityWest Coast Main Line services fromLondon Euston toWolverhampton,Manchester,Liverpool andGlasgow allowing the retirement of the Class81,82,83,84 and85 locomotives. The standard practice was for the DVT to be marshalled at the southern end, adjacent to the first class carriages, to allow easy changeover of locomotives atWillesden depot which is situated at the north end of London Euston station. The first was delivered in March 1989.[5]
They also operated between Wolverhampton andShrewsbury, and betweenCrewe andHolyhead, hauled byClass 47 diesel locomotives. Due to a lack of push-pull equipment, these trains would always be headed by the Class 47 and the DVT at the back of the train.[citation needed]
As part of theprivatisation of British Rail, all 52 DVTs were sold to the newly created rolling stock leasing companyPorterbrook in 1994 and were operated byInterCity West Coast franchise holderVirgin Trains West Coast from 1997 until both the Mark 2 and Mark 3 sets were replaced byClass 390tilting trains between 2003 and 2005.[6] During 2002, Mark 3 DVTs operated beyond the West Coast Main Line on a summer Saturday service from Manchester toPaignton with a Class 47 hauled Mark 3 set that was hired toVirgin CrossCountry.[citation needed]
Following the loss of a Class 390Pendolino in theGrayrigg derailment, a Mark 3 set with a Driving Van Trailer was leased with aClass 90 hired fromEnglish Welsh & Scottish as required. During 2008, Virgin looked at leasing twoClass 180 sets,[7] however, the company decided to retain the Mark 3 set instead. Nicknamed thePretendolino, this received re-upholstered seating, power points, wi-fi and a full Virgin external repaint atWabtec,Doncaster in 2009.[8] Virgin used this set with aClass 90 locomotive, hired fromFreightliner, on a Euston to Crewe (via Birmingham) service on Fridays only until December 2012. From 9 December 2013, it was utilised to operate a London Euston - Birmingham New Street train on Thursdays and Fridays only, until its withdrawal in October 2014.[citation needed]
Mark 3 DVTs were introduced along with Mark 3 coach sets and Class 90s to theGreater Anglia franchise byNational Express East Anglia, operating on theGreat Eastern Main Line fromLondon Liverpool Street toNorwich in 2004. They also were hauled by Class 47s from Norwich toGreat Yarmouth on summer Saturday services. It was proposed that kitchens be fitted to the DVTs, but this did not proceed.[9] During 2012, all DVTs were transferred, along with the franchise, toGreater Anglia.[citation needed]
In January 2020, the firstClass 745selectric multiple units entered service.[10] Accordingly, the locomotive-hauled sets were promptly withdrawn from service, with the last set running on 24 March 2020.[11]
The standard practice was for the DVT to be marshalled at the northern end, adjacent to the standard class carriages, to facilitate easy changeover of locomotives at Norwich Crown Point depot.[12]
Between September 2004 and July 2005,Silverlink operated two DVTs in conjunction with Mark 3 andEWSClass 90s on peak-timeLondon Euston toNorthampton services.[13][14]
EWS purchased DVT 82146 to operate as part of itsDB Cargo Company Train that was launched in December 2004.[15][16][17]
In January 2008, DVT 82115 was hired toHull Trains to operate services on theEast Coast Main Line fromLondon King's Cross toDoncaster, with a set ofCargo-D Mark 3s while it was short of rolling stock.[18][19]
During 2005, the Edinburgh -North Berwick services were operated byEnglish Welsh & ScottishClass 90s with formerVirgin TrainsMark 3 carriages and a Driving Van Trailer.[citation needed]
Wrexham & Shropshire started operating push-pull services with DVTs in October 2008 betweenLondon Marylebone andWrexham General, with Mark 3s andClass 67 diesel locomotives. This followed the start of the service in April 2008, with Class 67s operating intop and tail formation. The DVTs required modification to work with the Class 67, involving adding a notched power controller as is used in the locomotive and a 27 wire jumper cable as used on the locomotives, which is known as theAAR multiple-working system. These were renumbered 82301 to 82305.[20][21]
Following a reduction in service levels from December 2010, a Mark 3 set was hired to Chiltern Railways to operate aBirmingham Moor Street to London Marylebone peak-hour service.[22][23] The standard practice was for the DVT to be marshalled at the southern end.[citation needed]
After Wrexham & Shropshire ceased in January 2011, its fleet of five DVTs were transferred to fellowDB Regio UK companyChiltern Railways and started operating onLondon Marylebone toBirmingham Snow Hill services with Mark 3s.[24] They were modified to work with the power doors that were fitted to the Mark 3 coaches and to have a generator fitted to enable Electric Train Supply and compressed air to be provided to the coaches when the locomotive is not running, such as when in a terminus station and when stabled.[25][26] Initially operated with Class 67s, they have been operated withClass 68s since December 2014.[27] Some peak services were extended toKidderminster. A sixth DVT (82309) was leased to operate with a Mark 3 set on a peak hour service from London Marylebone toBanbury. The standard practice is for the DVT to be marshalled at the southern end.[citation needed]
During early 2013, several DVTs, including 82111, 82124, 82129, and 82145, were acquired byNetwork Rail and modified to work with diesel locomotives for use on test trains. Part of the modification work includes the integration of adiesel generator to provide power for on-board systems.[28]
In March 2012, three DVTs (82306-82308) were introduced along with Mark 3s and Class 67s onArriva Trains Wales'Premier Service fromHolyhead toCardiff.[29][30] They also operate on services fromCrewe andManchester to Holyhead andLlandudno.[31] All passed with theWales & Borders franchise toTransport for Wales in October 2018. All were withdrawn in July 2020.[32] In July 2020, 82306 and 82308 were sold toRail Operations Group.[33]
| Key: | In service | Preserved | Stored | Scrapped | Other use |
|---|
| Original Number | New Number | Name | Operator / owner | Livery | Status | Notes | Picture |
|---|---|---|---|---|---|---|---|
| 82101 | – | Wembley Depot Quality Approved‡ | – | Virgin Trains West Coast | Scrapped[34] | .jpg) | |
| 82102 | – | – | – | – | Scrapped | Scrapped bySims,Newport May 2020 |  |
| 82103 | – | – | – | – | Scrapped | Fitted with experimental rail adhesion system (shown in image), scrapped bySims,Newport May 2020 |  |
| 82104 | 82309 | – | Chiltern Railways | Chiltern Railways Mainline | In service | Fitted withETSGenerator |  |
| 82105 | – | – | – | – | Scrapped | Scrapped bySims,Newport May 2020 |  |
| 82106 | – | – | – | – | Scrapped | Scrapped byCF Booth,Rotherham February 2019[35] |  |
| 82107 | – | – | – | Greater Anglia | Stored | .jpg) | |
| 82108 | 82308 | – | Rail Operations Group | Arriva Trains Wales | Stored |  | |
| 82109 | – | – | – | – | Scrapped | .jpg) | |
| 82110 | – | – | – | Virgin Trains West Coast | Scrapped | Scrapped byCF Booth,Rotherham in 2019[35] Cab saved[36] | |
| 82111 | – | – | Network Rail | Network Rail yellow | Stored | Modified for use on test trains, stored Long Marston[37] | |
| 82112 | – | – | – | Greater Anglia | Preserved | Owned by theMid-Norfolk Railway. |  |
| 82113 | 19001 | – | – | Blue | Other use | Converted toClass 19 experimental vehicle atBo'ness & Kinneil Railway.[38] | |
| 82114 | – | – | Northampton & Lamport Railway | Greater Anglia | Preserved | Preserved at theNorthampton & Lamport Railway, will be fitted with anETSGenerator.[39] Owned by the Northampton & Lamport Railway Charitable Incorporated Organisation (NLRCIO) |  |
| 82115 | – | Liverpool John Moores University‡ | DATS | BR Blue | Stored | Stored atLeicester |  |
| 82116 | – | – | – | – | Scrapped | Scrapped byCF Booth,Rotherham after store atLong Marston | |
| 82117 | 82301 | – | Chiltern Railways | Chiltern Railways Mainline | In service | Fitted withETSGenerator |  |
| 82118 | – | Britannia‡ | Crewe Heritage Centre | Greater Anglia | Preserved | Donated for static display[40] | .jpg) |
| 82119 | – | – | – | – | Scrapped | Scrapped atMoD Caerwent, 2005, due to extensive corrosion |  |
| 82120 | – | Liverpool Chamber of Commerce‡ | – | – | Scrapped | Scrapped byCF Booth,Rotherham after store atLong Marston | |
| 82121 | – | Carlisle Cathedral‡ | Colne Valley Railway | Greater Anglia | Preserved | Preserved atColne Valley Railway[41] | .jpg) |
| 82122 | – | – | – | – | Scrapped | Scrapped byCF Booth,Rotherham in 2019[35] |  |
| 82123 | – | – | – | – | Scrapped | Scrapped byCF Booth,Rotherham in 2019[35] | |
| 82124 | – | The Girls' Brigade‡ | Network Rail | Network Rail yellow | Stored | Modified for use on test trains, stored at Long Marston[42] |  |
| 82125 | – | – | Private Owner | Virgin Trains West Coast (repainted front) | Preserved | Used as a support carriage since 2019 at theMid Norfolk Railway[43] |  |
| 82126 | – | Wembley Traincare Depot‡ | – | Virgin Trains West Coast silver | Scrapped[34] | .jpg) | |
| 82127 | - | Abraham Darby‡ | Locomotive Services Limited[44] | Intercity | Stored |  | |
| 82128 | – | – | – | – | Scrapped | Scrapped byCF Booth,Rotherham December 2012 |  |
| 82129 | – | – | Network Rail | Network Rail yellow | Stored | Modified for use on test trains, stored at Long Marston[45] | |
| 82130 | 82304 | – | Chiltern Railways | Chiltern Railways Mainline | In service | Fitted withETSGenerator |  |
| 82131 | 82307 | – | Transport for Wales | Arriva Trains Wales | Stored |  . | |
| 82132 | – | West Midlands Industry '96‡ | – | – | Scrapped | Scrapped bySims,Newport May 2020 | .jpg) |
| 82133 | – | – | – | Greater Anglia | Preserved | Owned by theMid-Norfolk Railway |  |
| 82134 | 82305 | – | Chiltern Railways | Chiltern Railways Mainline | In service | Fitted withETSGenerator |  |
| 82135 | 82303 | Spirit of Cumbria‡ | Chiltern Railways | Chiltern Railways Mainline | In service | Fitted withETSGenerator. Used as parts donor. |  |
| 82136 | – | – | DATS | Greater Anglia | Stored | Stored at Leicester. | |
| 82137 | – | – | – | – | Scrapped | Scrapped byCF Booth,Rotherham after store atLong Marston | |
| 82138 | – | – | – | Virgin Trains West Coast | Preserved | Located on the Great Central Railway. | |
| 82139 | – | – | Locomotive Services Limited[44] | InterCity Swallow | In service | For charter use with 86101, 87002, 90001 and 90002 | .jpg) |
| 82140 | – | – | – | – | Scrapped | Scrapped byCF Booth,Rotherham January 2015 | |
| 82141 | – | – | – | – | Scrapped | Scrapped byCF Booth,Rotherham after store atLong Marston | |
| 82142 | – | – | – | – | Scrapped | ||
| 82143 | – | – | Greater Manchester Fire and Rescue Service | Greater Anglia | Other use | Training vehicle for fire-fighters |  |
| 82144 | 82306 | – | – | Arriva Trains Wales | Preserved | Located on the Great Central Railway |  |
| 82145 | – | – | Network Rail | Network Rail yellow | Stored | Modified for use on test trains, stored at Long Marston.[46] |  |
| 82146 | – | – | DB Cargo UK | DB Cargo UK silver | In service |  | |
| 82147 | – | The Red Devils‡ | – | – | Scrapped | ||
| 82148 | – | International Spring Fair‡ | – | – | Scrapped | Scrapped byCF Booth,Rotherham after store atLong Marston | |
| 82149 | – | 101 Squadron‡ | – | – | Scrapped | Scrapped atSims,Newport in 2022[47] | |
| 82150 | – | – | – | Virgin Trains West Coast | Stored | Stored atLong Marston, no longer Network Rail registered | |
| 82151 | 82302 | – | Chiltern Railways | Chiltern Railways Mainline | In service | Fitted withETSGenerator. |  |
| 82152 | – | – | – | – | Scrapped | Scrapped bySims,Newport May 2020 |  |
As part of the electrification of theEast Coast Main Line fromLondon King's Cross toLeeds,Edinburgh andGlasgow, 32 Mark 4 DVTs were built byMetro-Cammell at theirWashwood Heath facility for inclusion inInterCity 225 sets.[48] The bodyshells were manufactured under sub-contract byBreda in Italy.[49] They operate with Class 91 locomotives using the TDM system viaUIC screened cables through the nineMark 4 coaches of the rake. They have also operated withClass 89 andClass 90 locomotives.[citation needed]
All entered service withInterCity. As part of theprivatisation of British Rail, all 32 were sold toEversholt Rail Group in 1994 and were operated by successiveInterCity East Coast franchise holdersGNER,National Express East Coast,East Coast,Virgin Trains East Coast andLNER. In February 2001, 82221 was damaged in theGreat Heck rail crash and subsequently scrapped. The standard practice is for the DVT to be marshalled at the southern end, adjacent to the first class carriages, to facilitate easy changeover of locomotives at Bounds Green and subsequently Neville Hill depots at the north end of King's Cross and Leeds stations respectively.[citation needed]
With the delivery ofClass 800 andClass 801, mass withdrawals commenced in May 2019.[50] Originally it was proposed that all the InterCity 225 sets be withdrawn by the end of 2020, but LNER decided to retain 10 sets until at least December 2021 to allow it to increase services.[51] A limited number of sets will continue to operate in the new May 2022 timetable.[citation needed]
Grand Central would have used Mk4 coaches and DVTs onLondon Euston toBlackpool North services withClass 90 locomotives hauling six-carriage sets;[52][53][54] however, these services were permanently abandoned on 10 September 2020, due to the negative effects of COVID-19 on passenger numbers[55] All five were sold toTransport for Wales during 2021.[56]
Transport for Wales introduced three four-carMark 4 sets with Mark 4 DVTs on thePremier Service fromHolyhead toCardiff in September 2021.[57][58] In 2021, Transport for Wales Rail purchased these three sets along with five more that had been recently overhauled for Grand Central.[56]
Grand Union has proposed using Class 91 locomotives with Mk4 coaches and DVTs on its services fromLondon Paddington toCardiff Central and fromLondon Euston toStirling.[59][60] In February 2021, the Welsh application was rejected.[61]
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| Key: | In service | Stored | Scrapped |
|---|
The Mark 5 DVT was to be part ofBritish Rail's ill-fatedInterCity 250 project on theWest Coast Main Line.[83] This would have resembled the proposedClass 93 locomotive, but contain a driving cab, along with seating for standard class passengers and a small guard compartment.[citation needed]
Across three decades of operations, the DVT has been involved in three serious accidents. These include theHatfield rail crash of October 2000, which involved DVT 82200, and theGreat Heck rail crash of February 2001, which involving DVT 82221. In the latter incident, the DVT sustained major damage, which led it to being withdrawn from service and scrapped.[citation needed] Neither accident were caused by the DVT.[84][85]
DVT 82229 was operating as part of a Transport for Wales service on 22nd May 2025, when it collided with a trailer being towed by a tractor near Leominster. It sustained significant damage as a result. A 32 year old man was arrested for causing the collision.[86]
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Media related toDriving Van Trailers of Britain at Wikimedia Commons