Driving Van Trailer#Mark 4 DVT

The DVT concept is similar to the Mark 2 DBSO 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 match Mark 2 and Mark 3 coaches. The second design has a narrower profile, similar to Mark 4 coaches, which would enable it to be converted to tilting operation if required in the future.{{citation needed|date=February 2024}} 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 the West Coast Main Line, used the RCH jumpers to carry the signals, therefore allowing the same cables to be used for lighting and the public address system, as well as driver-guard signalling. The {{brc|86}} and {{brc|87}} locomotives had to be retrofitted with RCH cables, replacing the older multiple working jumpers that some of them had been fitted with.{{cite web |url = https://www.aclocogroup.co.uk/history86.php |title = Class History - AL6 / 86 |publisher = AC Locomotive Group |archive-url = https://web.archive.org/web/20180908164704/https://www.aclocogroup.co.uk/history86.php |archive-date = 8 September 2018 }}

The InterCity 225 sets operate on the East Coast Main Line; the Mark 4 DVTs and locomotives operate in push-pull formation utilising a time-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 (formerly Bounds Green and now Neville Hill) are situated at the north end of King's Cross and Leeds stations respectively, allowing easy changeover.{{citation needed|date=February 2024}}

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. The air 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|date=February 2024}}

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.{{cite journal |date = November 2013 |title = Leaf it out! |url = http://www.rruka.org.uk |journal = Right Track |issue = 6 |pages = 5–91 |access-date = 10 May 2020 |archive-date = 22 January 2019 |archive-url = https://web.archive.org/web/20190122004105/https://www.rruka.org.uk/ |url-status = live }} 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 experimental Class 19 locomotive.{{cite web |url = http://www.artemisip.com/company/history/ |title = History |website = Artemis Intelligent Power |access-date = 21 August 2018 |archive-date = 27 January 2021 |archive-url = https://web.archive.org/web/20210127111135/http://www.artemisip.com/company/history/ |url-status = dead }}{{cite web |url = https://www.railexpress.co.uk/in-the-october-issue-new-loco-takes-shape/ |title = New 'Loco' Takes Shape |date = 21 September 2017 |publisher = Rail Express |access-date = 21 August 2018 }}

File:Hugh llewelyn 82 132 (5627936222).jpg in debranded "One" livery departing Stratford on the GEML, 2/08]]

File:Mk3_DVT_driving_controls.jpg

British Rail Engineering Limited's Derby Litchurch Lane Works built 52 Mark 3 DVTs to operate with Mark 2 and Mark 3 sets in push-pull mode with Class 86, 87 and 90 locomotives on InterCity West Coast Main Line services from London Euston to Wolverhampton, Manchester, Liverpool and Glasgow allowing the retirement of the Class 81, 82, 83, 84 and 85 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 at Willesden depot which is situated at the north end of London Euston station. The first was delivered in March 1989.{{cite magazine |title = MkIII DVTs emerge |magazine = The Railway Magazine |issue = 1056 |date = April 1989 |page = 211}}

They also operated between Wolverhampton and Shrewsbury, and between Crewe and Holyhead, hauled by Class 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|date=February 2024}}

As part of the privatisation of British Rail, all 52 DVTs were sold to the newly created rolling stock leasing company Porterbrook in 1994 and were operated by InterCity West Coast franchise holder Virgin Trains West Coast from 1997 until both the Mark 2 and Mark 3 sets were replaced by Class 390 tilting trains between 2003 and 2005.{{cite magazine |title = After 31 years, 87s bow out on WCML passenger work |magazine = Rail |issue = 516 |date = 22 June 2005 |page = 6}} During 2002, Mark 3 DVTs operated beyond the West Coast Main Line on a summer Saturday service from Manchester to Paignton with a Class 47 hauled Mark 3 set that was hired to Virgin CrossCountry.{{citation needed|date=February 2024}}

Following the loss of a Class 390 Pendolino in the Grayrigg derailment, a Mark 3 set with a Driving Van Trailer was leased with a {{brc|90}} hired from English Welsh & Scottish as required. During 2008, Virgin looked at leasing two {{brc|180}} sets,{{cite magazine |title = |magazine = Rail Magazine |issue = 591 |date = 7 May 2008 |page = 64}} however, the company decided to retain the Mark 3 set instead. Nicknamed the Pretendolino, this received re-upholstered seating, power points, wi-fi and a full Virgin external repaint at Wabtec, Doncaster in 2009.{{cite press release |url = http://mediaroom.virgintrains.co.uk/2009/07/charter-train-potential-for-virgin_6628.html |title = Charter train potential for Virgin Trains 'new-look' loco-hauled trainset |archive-url = https://web.archive.org/web/20111009024218/http://mediaroom.virgintrains.co.uk/2009/07/charter-train-potential-for-virgin_6628.html |archive-date = 9 October 2011 |publisher = Virgin Trains |date = 1 July 2009}} Virgin used this set with a Class 90 locomotive, hired from Freightliner, 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|date=February 2024}}

File:Ipswich - Greater Anglia DVT 82136.JPG]]

Mark 3 DVTs were introduced along with Mark 3 coach sets and Class 90s to the Greater Anglia franchise by National Express East Anglia, operating on the Great Eastern Main Line from London Liverpool Street to Norwich in 2004. They also were hauled by Class 47s from Norwich to Great Yarmouth on summer Saturday services. It was proposed that kitchens be fitted to the DVTs, but this did not proceed.{{cite magazine |title = No Kitchen for One DVTs |magazine = Rail |issue = 511 |date = 13 April 2005 |page = 25}} During 2012, all DVTs were transferred, along with the franchise, to Greater Anglia.{{citation needed|date=February 2024}}

In January 2020, the first Class 745s electric multiple units entered service.{{cite magazine |title = New Norwich-London inter-city 745 in traffic |magazine = Rail |issue = 896 |date = 15 January 2020 |page = 10}} Accordingly, the locomotive-hauled sets were promptly withdrawn from service, with the last set running on 24 March 2020.{{Cite web |url = https://www.eadt.co.uk/news/last-passenger-locomotive-in-east-anglia-1-6584993 |title = End of the line for traditional trains on Greater Anglia routes |last = Geater |first = Paul |publisher = East Anglian Daily Times |date = 30 March 2020 |language = en-GB |access-date = 31 March 2020 |archive-date = 31 March 2020 |archive-url = https://web.archive.org/web/20200331211201/https://www.eadt.co.uk/news/last-passenger-locomotive-in-east-anglia-1-6584993 |url-status = live}}

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.{{cite magazine |title = Crowning glory |magazine = Rail |issue = 543 |date = 5 July 2006 |page = 41}}

Between September 2004 and July 2005, Silverlink operated two DVTs in conjunction with Mark 3 and EWS Class 90s on peak-time London Euston to Northampton services.{{cite magazine |title = Loco-hauled Cobblers to return from September |magazine = The Railway Magazine |issue = 1240 |date = August 2004 |page = 6}}{{cite magazine |title = The end for loco-hauled Cobbler services |magazine = Entrain |issue = 45 |date = September 2005 |page = 15}}

EWS purchased DVT 82146 to operate as part of its DB Cargo Company Train that was launched in December 2004.{{cite magazine |title = EWS takes Porterbrook Mk 3 DVT for push-pull trains |magazine = Rail |issue = 475 |date = 26 November 2003 |page = 7}}{{cite magazine |title = EWS boss creates promotional train |magazine = Rail Express |issue = 100 |date = September 2004 |page = 8}}{{cite magazine |title = EWS company train makes first run |magazine = Rail |issue = 503 |date = 22 December 2004 |page = 7}}

In January 2008, DVT 82115 was hired to Hull Trains to operate services on the East Coast Main Line from London King's Cross to Doncaster, with a set of Cargo-D Mark 3s while it was short of rolling stock.{{cite magazine |title = Preserved 86 enters service with Hull Trains |magazine = Rail |issue = 584 |date = 30 January 2008 |page = 11}}{{cite magazine |title = Hull Trains replaces Class 86 with Class 180 |magazine = The Railway Magazine |issue = 1286 |date = June 2008 |page = 74}}

During 2005, the Edinburgh - North Berwick services were operated by English Welsh & Scottish Class 90s with former Virgin Trains Mark 3 carriages and a Driving Van Trailer.{{citation needed|date=February 2024}}

Wrexham & Shropshire started operating push-pull services with DVTs in October 2008 between London Marylebone and Wrexham General, with Mark 3s and Class 67 diesel locomotives. This followed the start of the service in April 2008, with Class 67s operating in top 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 the AAR multiple-working system. These were renumbered 82301 to 82305.{{cite magazine |title = Wrexham & Shropshire DVTs enter traffic |magazine = The Railway Magazine |issue = 84 |date = December 2008 |page = 68}}{{cite magazine |title = Wrexham & Shropshire DVTs enter traffic |magazine = Today's Railways UK |issue = 84 |date = December 2008 |page = 68}}

Following a reduction in service levels from December 2010, a Mark 3 set was hired to Chiltern Railways to operate a Birmingham Moor Street to London Marylebone peak-hour service.{{cite web |url = http://www.railexpress.co.uk/news/chiltern-commences-birmingham-loco-hauled |title = Chiltern commence Birmingham loco-hauled |archive-url = https://web.archive.org/web/20131016104132/http://www.railexpress.co.uk/news/chiltern-commences-birmingham-loco-hauled |archive-date = 16 October 2013 |publisher = Rail Express |date = 14 December 2010}}{{cite magazine |title = Chiltern starts loco-hauled services |magazine = The Railway Magazine |issue = 1318 |date = February 2011 |page = 73}} The standard practice was for the DVT to be marshalled at the southern end.{{citation needed|date=February 2024}}

File:Mark_3_DVT_No._82304_at_Birmingham_Moor_Street.jpg in 2024]]

After Wrexham & Shropshire ceased in January 2011, its fleet of five DVTs were transferred to fellow DB Regio UK company Chiltern Railways and started operating on London Marylebone to Birmingham Snow Hill services with Mark 3s.{{cite magazine |title = Chiltern Mainline start-up |magazine = Modern Railways |issue = 756 |date = September 2011 |page = 6}} 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.{{cite magazine |title = Chiltern DVTs get generators |magazine = The Railway Magazine |issue = 1331 |date = March 2012 |page = 78}}{{Cite web |url = https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/855148/chiltern-railways-prm-compliance_report.pdf |title = Mk3 Vehicle Slam Door TSI-PRM Compliance Statement |date = 19 December 2019 |access-date = 9 May 2020 |archive-date = 30 November 2020 |archive-url = https://web.archive.org/web/20201130190834/https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/938229/chiltern-railways-prm-compliance_report-document.pdf |url-status = live }} Initially operated with Class 67s, they have been operated with Class 68s since December 2014.{{cite magazine |title = Chiltern passenger debut for Class 68 |magazine = Rail |issue = 764 |date = 24 December 2014 |page = 14}} Some peak services were extended to Kidderminster. A sixth DVT (82309) was leased to operate with a Mark 3 set on a peak hour service from London Marylebone to Banbury. The standard practice is for the DVT to be marshalled at the southern end.{{citation needed|date=February 2024}}

During early 2013, several DVTs, including 82111, 82124, 82129, and 82145, were acquired by Network Rail and modified to work with diesel locomotives for use on test trains. Part of the modification work includes the integration of a diesel generator to provide power for on-board systems.{{cite book |last = Mackin |first = Rich |date = 2017 |title = Departmental Locomotives, Units and Coaching Stock |publisher = Amberley Publishing |page = 20 |isbn = 9781445671260}}

In March 2012, three DVTs (82306-82308) were introduced along with Mark 3s and Class 67s on Arriva Trains Wales' Premier Service from Holyhead to Cardiff.{{cite magazine |title = Mk3 DVTs converted for Arriva Trains Wales |magazine = Rail |issue = 687 |date = 11 January 2012 |page = 18}}{{cite magazine |title = 67s start work on WAG Express |magazine = Rail |issue = 693 |date = 4 April 2012 |page = 25}} They also operate on services from Crewe and Manchester to Holyhead and Llandudno.{{cite magazine |title = Locomotive-hauled traction in Wales |magazine = Rail |issue = 761 |date = 12 November 2014 |page = 31}} All passed with the Wales & Borders franchise to Transport for Wales in October 2018. All were withdrawn in July 2020.{{cite magazine |title = Rhymney and WAG coaches stored |magazine = Rail Express |issue = 290 |date = July 2020 |page = 28}} In July 2020, 82306 and 82308 were sold to Rail Operations Group.{{cite magazine |title = Rail Operations Ltd acquires Welsh Mk3s |magazine = Rail |issue = 911 |date = 12 August 2020 |page = 15}}

• ‡ – DVT has been denamed

File:NXECCLASS91.jpg Mark 4 DVT on the East Coast Main Line]]

File:DVT interior.jpg Mark 4 DVT.]]

File:DVT No. 222 stands alongside a Class 801 at Kings Cross.jpg

As part of the electrification of the East Coast Main Line from London King's Cross to Leeds, Edinburgh and Glasgow, 32 Mark 4 DVTs were built by Metro-Cammell at their Washwood Heath facility for inclusion in InterCity 225 sets.{{cite magazine |title = Coach contracts shared |magazine = The Railway Magazine |issue = 1031 |date = March 1987 |page = 182}} The bodyshells were manufactured under sub-contract by Breda in Italy.{{cite magazine |title = Italians to build BR high speed coaches |magazine = Railway Gazette International |date = December 1988 |page = 792}} They operate with Class 91 locomotives using the TDM system via UIC screened cables through the nine Mark 4 coaches of the rake. They have also operated with Class 89 and Class 90 locomotives.{{citation needed|date=February 2024}}

All entered service with InterCity. As part of the privatisation of British Rail, all 32 were sold to Eversholt Rail Group in 1994 and were operated by successive InterCity East Coast franchise holders GNER, National Express East Coast, East Coast, Virgin Trains East Coast and LNER. In February 2001, 82221 was damaged in the Great 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|date=February 2024}}

With the delivery of Class 800 and Class 801, mass withdrawals commenced in May 2019.{{cite magazine |title = First LNER Mk4s taken to Worksop for storage |magazine = Rail |issue = 880 |date = 5 June 2019 |page = 29}} 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.{{cite magazine |title = Ten IC225s to remain with LNER until December 2021 |magazine = Rail |issue = 899 |date = 26 February 2020 |page = 30}} A limited number of sets will continue to operate in the new May 2022 timetable.{{citation needed|date=February 2024}}

Grand Central would have used Mk4 coaches and DVTs on London Euston to Blackpool North services with Class 90 locomotives hauling six-carriage sets;{{Cite web |url = https://www.railwaygazette.com/uk/grand-central-prepares-to-launch-london-blackpool-services/55848.article |title = Grand Central prepares to launch London – Blackpool services |date = 20 February 2020 |publisher = Railway Gazette International |language = en-GB |access-date = 24 February 2020 |archive-date = 24 February 2020 |archive-url = https://web.archive.org/web/20200224131346/https://www.railwaygazette.com/uk/grand-central-prepares-to-launch-london-blackpool-services/55848.article |url-status = live}}{{cite web |url = https://www.grandcentralrail.com/news/2019/grand-central-plans-new-blackpool-london-route-2020-in-major-boost-for-local-economy |archive-url = https://web.archive.org/web/20200408001253/https://www.grandcentralrail.com/news/2019/grand-central-plans-new-blackpool-london-route-2020-in-major-boost-for-local-economy |archive-date = 8 April 2020 |url-status = dead |title = Grand Central plans new Blackpool to London route from 2020 in major boost for the local economy |publisher = Grand Central |date = 24 June 2019}}{{cite web |url = https://www.grandcentralrail.com/news/2020/grand-central-announces-temporary-suspension-of-train-services-during-covid-19 |archive-url = https://web.archive.org/web/20200408001552/https://www.grandcentralrail.com/news/2020/grand-central-announces-temporary-suspension-of-train-services-during-covid-19 |archive-date = 8 April 2020 |url-status = dead |title = Grand Central announces temporary suspension of train services during COVID-19 restrictions |publisher = Grand Central |date = 3 April 2020}} however, these services were permanently abandoned on 10 September 2020, due to the negative effects of COVID-19 on passenger numbers{{Cite web |title = Grand Central's planned Blackpool to London route falls victim to COVID-19 |url = https://www.grandcentralrail.com/news/2020/grand-centrals-planned-blackpool-london-route-falls-victim-covid-19 |access-date = 10 September 2020 |publisher = Grand Central |archive-date = 4 November 2020 |archive-url = https://web.archive.org/web/20201104093924/https://www.grandcentralrail.com/news/2020/grand-centrals-planned-blackpool-london-route-falls-victim-covid-19 |url-status = live}} All five were sold to Transport for Wales during 2021.{{cite magazine |title = TfW acquires former Grand Central Mk4s |magazine = Rail Express |issue = 301 |date = June 2021 |page = 34}}

Transport for Wales introduced three four-car Mark 4 sets with Mark 4 DVTs on the Premier Service from Holyhead to Cardiff in September 2021.{{cite magazine |title = Welsh-bound Mk4s take to Eastleigh for use in five-car sets |magazine = Rail |issue = 889 |date = 9 October 2019 |page = 32}}{{cite web |url = http://nwrail.org.uk/nw2101b.htm |title = Transport for Wales notes |archive-url = https://web.archive.org/web/20210113141756/http://nwrail.org.uk/nw2101b.htm |archive-date = 13 January 2021 |publisher = North Wales Coast Railway Notice Board |date = 11 January 2021}} In 2021, Transport for Wales Rail purchased these three sets along with five more that had been recently overhauled for Grand Central.

Grand Union has proposed using Class 91 locomotives with Mk4 coaches and DVTs on its services from London Paddington to Cardiff Central and from London Euston to Stirling.{{cite magazine |title = Application for Paddington-Cardiff open access trains |magazine = Rail |issue = 877 |date = 24 April 2019 |page = 19}}{{cite magazine |title = Stirling in latest Grand Union access bid |magazine = Rail |issue = 888 |date = 25 September 2019 |page = 16}} In February 2021, the Welsh application was rejected.{{Cite web |date = 10 February 2021 |title = Grand Union's London – Cardiff open access plan rejected |url = https://www.railwaygazette.com/uk/grand-unions-london-cardiff-open-access-plan-rejected/58488.article |access-date = 10 February 2021 |publisher = Railway Gazette International |language = en-GB}}

{{more citations needed section |date=April 2024}}

{{Main article|British Rail Mark 5 (InterCity 250)}}

The Mark 5 DVT was to be part of British Rail's ill-fated InterCity 250 project on the West Coast Main Line.{{cite news |title = New Age Of Train |publisher = The Herald |date = 13 March 1991}} This would have resembled the proposed Class 93 locomotive, but contain a driving cab, along with seating for standard class passengers and a small guard compartment. {{citation needed|date=February 2024}}

Across three decades of operations, the DVT has been involved in two serious accidents. These include the Hatfield rail crash of October 2000, which involved DVT 82200, and the Great 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|date=February 2024}} Neither accident were caused by the DVT.{{cite report |url = http://www.railwaysarchive.co.uk/documents/HSE_HatfieldFinal2006.pdf |title = Train Derailment at Hatfield : A Final Report by the Independent Investigation Board |publisher = Office of Rail Regulation |date = July 2006 |access-date = 16 August 2016 |archive-date = 29 June 2013 |archive-url = https://web.archive.org/web/20130629070532/http://www.railwaysarchive.co.uk/documents/HSE_HatfieldFinal2006.pdf |url-status = live}}{{cite report |date = February 2002 |title = The track obstruction by a road vehicle and subsequent train collisions at Great Heck 28 February 2001 |publisher = Health and Safety Executive |isbn = 0-7176-2163-4 }}

• Cab (locomotive)
• Control car (rail)
• Control stand
• Push–pull train
• Driving Brake Standard Open

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