43096
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I would expect it to be 110mph, unless it has a DVT at the rear with TDM operational to allow brake propagation from both ends of the train.
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Locomotive Services Fleet (LSL) updates
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MboroFC
Member
That all sounds very technical, thanks for the comment.
D365
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Not really.
In plain English, the DVT is an additional means of applying the air brake at the opposite end of the train. Just like a HST consist.
Can it fully control the 89? I noticed on the various videos I've seen the 89 was always leading, in some shots followed by the DVT and in other by the 86, so must have gone from one end to the other.
Yes the DVT lead during some of the shunts at Crewe.
DBS92042
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The 89 was deliberately run around so that both of its cabs could be tested, nothing to do with issues in communication with the DVT
MboroFC
Member
Just because you understand it, doesn't mean it's not technical
I know what a DTV is. The rest no clue.
Thanks, that makes sense. Did the shunting test it's communication with a DVT?
89001 ran in TDM 'slave' mode, with DVT 82139 leading in TDM 'master' mode, during the Crewe to Stafford leg of the test run on 24 November 2025. Only a short train, and only 25 miles at up to 75 mph, but it proved the loco's normal TDM functionality was OK. Prior to that, 89001's TDM functionality had been checked during the relevant vehicle maintenance exam job, carried out before it ventured out on the main line for the 'first time' back in September 2025; and it has been used with 82139 during driver training and train preparation on depot at Crewe. Also, as has been mentioned, on the short leg of the recent test runs between depot and the Down Refuge Siding.
The TDM system on an AC loco is like having a third, but much simplified, driving cab hidden away in the locomotive; with about 50 digital signals interfacing between the TDM electronics rack and the loco wiring. The two 'real' driving cabs are much more complex, and to meet the latest requirements (i.e. since GNER days) they also have had GSM-R radio equipment and Mk.4 TPWS installed (in both of these there is equipment per cab as well equipment common to the two cabs). This week's runs were about testing all this cab kit in real world conditions, proving that the loco will function as a loco under load and at speed, getting the loco thoroughly warmed up, and also for driver training and competence assessment. Those last items need doing in the loco, not in the DVT, where the driver is one stage removed from the loco.
Doing test runs is expensive, so they are carefully planned to 'kill several birds with one stone'.
Incidentally if you have an AC loco leading a train with a DVT on the rear, unless you need to run above 110 mph you don't need to use the simultaneous front and rear brake application facility that the TDM system provides; so you isolate the brake frame from the brake pipe using the DVT's DW3 cock. This way, if the TDM decides to de-configure en route the DVT won't dump the brake pipe; it's a train reliability benefit.
The TDM system on an AC loco is like having a third, but much simplified, driving cab hidden away in the locomotive; with about 50 digital signals interfacing between the TDM electronics rack and the loco wiring. The two 'real' driving cabs are much more complex, and to meet the latest requirements (i.e. since GNER days) they also have had GSM-R radio equipment and Mk.4 TPWS installed (in both of these there is equipment per cab as well equipment common to the two cabs). This week's runs were about testing all this cab kit in real world conditions, proving that the loco will function as a loco under load and at speed, getting the loco thoroughly warmed up, and also for driver training and competence assessment. Those last items need doing in the loco, not in the DVT, where the driver is one stage removed from the loco.
Doing test runs is expensive, so they are carefully planned to 'kill several birds with one stone'.
Incidentally if you have an AC loco leading a train with a DVT on the rear, unless you need to run above 110 mph you don't need to use the simultaneous front and rear brake application facility that the TDM system provides; so you isolate the brake frame from the brake pipe using the DVT's DW3 cock. This way, if the TDM decides to de-configure en route the DVT won't dump the brake pipe; it's a train reliability benefit.
D365
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I was looking forward to your reply. Many thanks Paul!
The_Train
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Interesting stuff. Thanks for sharing, Paul
I didn't know who would provide it but I was sure someone would, and thanks for a detailed but clear post.
As I'm on the West Highland Pullman this weekend, I thought I'd share the times for it. It should hopefully be a good trip in the 2+5 HST set.
Friday 27th March
www.realtimetrains.co.uk
As to be expected really, there are a number of pathing stops along the WHL to wait for the next stretch of single track to be cleared. The stop at Rannoch from 1801 to 1838 should provide an opportunity to watch the sun set over Rannoch moor. Annoyingly, there is then another 40 minute stop at Spean Bridge, the last station before Fort William, while we wait for the Cally sleeper to pass us.
Saturday 28th March
www.realtimetrains.co.uk
www.realtimetrains.co.uk
The outward journey looks like the usual Jacobite path - 1015 from Fort William - shortly after the Cally sleeper arrives.
Sunday 29th March
www.realtimetrains.co.uk
A quicker path on the way back due to not so many stops. The advantage of it being a Sunday, as the first ScotRail service at Fort William isn't until 1134.
Friday 27th March
Realtime Trains | Just a moment
Realtime Trains is an independent source of live realtime running information for the Great British railway network.
www.realtimetrains.co.uk
As to be expected really, there are a number of pathing stops along the WHL to wait for the next stretch of single track to be cleared. The stop at Rannoch from 1801 to 1838 should provide an opportunity to watch the sun set over Rannoch moor. Annoyingly, there is then another 40 minute stop at Spean Bridge, the last station before Fort William, while we wait for the Cally sleeper to pass us.
Saturday 28th March
Realtime Trains | Just a moment
Realtime Trains is an independent source of live realtime running information for the Great British railway network.
www.realtimetrains.co.uk
Realtime Trains | Just a moment
Realtime Trains is an independent source of live realtime running information for the Great British railway network.
www.realtimetrains.co.uk
The outward journey looks like the usual Jacobite path - 1015 from Fort William - shortly after the Cally sleeper arrives.
Sunday 29th March
Realtime Trains | Just a moment
Realtime Trains is an independent source of live realtime running information for the Great British railway network.
www.realtimetrains.co.uk
A quicker path on the way back due to not so many stops. The advantage of it being a Sunday, as the first ScotRail service at Fort William isn't until 1134.
Iskra
Established Member
That sounds a good trip, enjoy!
A nice little trip through the tunnels at Glasgow Central too
The_Train
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That'll sound nice!
Yes, I'm looking forward to that part. When I last did this tour we went the long way around via Coatbridge and Springburn, so it'll be a nice change going through the tunnels.
Jacob Porrett
Established Member
I've heard that 37667 will being going into the black livery at some point soon?
Facebook post to go with my comment.
Facebook post to go with my comment.
The_Train
Established Member
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- 5,247
Looks like that black with gold trim is going to be the official LSL livery then. Hopefully he keeps some of his locos in heritage liveries!
Jacob Porrett
Established Member
Attachments
Nice to see Waterman Railways livery making a comeback
Just quoting my own post to report that the 3 day "West Highland Pullman" tour at the weekend was immensely enjoyable, a real delight. Lots of snow-capped mountains, deep blue lochs and herds of deer. I had a great time. Bit of a faff on the Sunday as we were due to depart at 0905 but Fort William station doesn't open until 0900 on Sundays. LSL staff had opened a side gate which is normally used for deliveries so we could enter the platform that way. A ScotRail staff member arrived at 0900 as normal and unlocked the main station entrance, but of course by then most of us had already boarded via the side gate. Apparently LSL had tried to get ScotRail staff to arrive 10 minutes earlier and unlock, but had been unsuccessful. Then on the way back we took a left at Carstairs Jn and joined the line to Edinburgh. I initially thought it had been a signalling error, but staff let us know the horn wasn't working on the lead power car, so they were using the triangle at Carstairs to reverse the train so the other power car led the rest of the way. That same power car with the broken horn would have had to take the ECS back from Rugby to Crewe. Presumably that still happened, obviously we had all got off by then.As I'm on the West Highland Pullman this weekend, I thought I'd share the times for it. It should hopefully be a good trip in the 2+5 HST set.
Friday 27th March
Realtime Trains | Just a moment
Realtime Trains is an independent source of live realtime running information for the Great British railway network.
As to be expected really, there are a number of pathing stops along the WHL to wait for the next stretch of single track to be cleared. The stop at Rannoch from 1801 to 1838 should provide an opportunity to watch the sun set over Rannoch moor. Annoyingly, there is then another 40 minute stop at Spean Bridge, the last station before Fort William, while we wait for the Cally sleeper to pass us.
Saturday 28th March
Realtime Trains | Just a moment
Realtime Trains is an independent source of live realtime running information for the Great British railway network.Realtime Trains | Just a moment
Realtime Trains is an independent source of live realtime running information for the Great British railway network.
The outward journey looks like the usual Jacobite path - 1015 from Fort William - shortly after the Cally sleeper arrives.
Sunday 29th March
Realtime Trains | Just a moment
Realtime Trains is an independent source of live realtime running information for the Great British railway network.
A quicker path on the way back due to not so many stops. The advantage of it being a Sunday, as the first ScotRail service at Fort William isn't until 1134.
BorderCollie
Member
At first glance the white line-marking made me think of late 80s peaks!
19Gnasher69
Member
Let’s hope that the attractive LNWR lined black isn’t compromised by the addition of Southern Railway-style nameplates!
Ciderking
Member
57311 + 37521 outside Eastleigh Works today.
Both are fresh out of the paintshop whilst 521 has swapped places with 667. 57302 I think has gone back inside but was recently on the Loadbank.
== Doublepost prevention - post automatically merged: ==
Oh Yes, however it’s already been done - see 57002 with its rather large homage to Winston Churchill.
19Gnasher69
Member
Indeed! That’s the anachronistic and geographical aberration I was alluding to! Perhaps 37521 will get GWR-type nameplates to mismatch with its livery. Or maybe, continuing the LNWR/SR hybrid theme, some King Arthur-style ‘plates………
Isle of Mull
Member
Uh oh, which 37 is it
37409.