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BRITISH RAIL’S SOUTHERN REGION-BUILT
MOTOR LUGGAGE VANS
To
make full use of the facilities provided in the Kent Coast Electrification
scheme, it was decided to provide a number of Motor Luggage Vans (MLVs) mainly
to enable the large amounts of luggage to be conveyed on electrically operated
Boat Trains between London and the channel ports at Dover Western Docks and
Folkestone Harbour. These units were to be capable of hauling short van trains
as well as being provided with traction batteries to enable them to work for
short periods in non-electrified sidings.
The
Southern Region’s MLVs were based on an earlier design of MLV built at
Eastleigh during the autumn of 1955 for use on the South Tyneside line.
An MLV leads a TLV and a
12-CEP formation through Faversham
© D. Twibell
Collection, Courtesy Transport Treasury
An
MLV leads a TLV and a 12-CEP formation through Faversham on a Dover Marine to
Victoria via Chatham and the Catford
Loop boat train on
the 21st April 1968.The MLV has yet to display its’ identity on the
cab front as well as the bodysides. Examination of this colour transparency
indicates that the CEP’s are in each of the three liveries they carried, namely
green, blue and blue/grey.
To
the left of MLV can be seen an EDL coupled to a Mark 1 BSK; this being from one
of the two paper trains from Victoria to Dover. Both trains terminated at Dover Marine
and the stock was made up into one empty van train that went to Bricklayers
Arms sometime in the morning. This train also conveyed the “South Eastern” BSK.
The ‘South Eastern’ train
was booked as a passenger service to Folkestone Central; thereafter as a staff
train for Dover Marine (although few argued if there was a fare paying
passenger for Dover!).
The ‘Chatham’ service
split at Faversham with a locomotive
plus BSK and vans would form the Ramsgate portion. Another locomotive and BSK
would then attach to the remaining vans before heading for Dover. At Dover it
was shunted into Dover Town Yard by the station pilot (after
having been cleaned and watered) and attached to the 11.55hrs freight from
Dover Town to Faversham. This train usually only consisted of several Interfrigo ferry vans of fruit and was air-braked. As the
paper train vans were only vacuum-braked the BSKs had to be dual-braked.
When this train got to
Faversham the BSK would be
detached and berthed in the short siding ready for the following morning. The
loco that worked the train back to Dover arrived several hours before
departure, and pre-heated the coach. With
a daily return journey of only 50 miles this BSK had a pretty leisurely
existence until swopped over to another diagram.
The
locomotives used for the paper train varied over the years but could be either
a Class 33, 71 or 73.
TYNESIDE MOTOR LUGGAGE VAN E68000
E68000
was built at Eastleigh to Diagram No. 499 and differed from the later BR(S)
MLVs in having two motor bogies giving four EE507 motors totalling 1000hp. This
unique vehicle was laid out with a driver’s cab at both ends (entered from
behind from the luggage areas) with two large luggage areas, one each side of a
central guard’s compartment. The two luggage areas were 27’ 2” and
21’ 6” long with in intervening guard’s compartment being 6’ 9” wide.
Both luggage areas had a long hinged seat along the right hand side when
looking forwards.
There
were four pairs of double doors along each bodyside; those pairs towards the
outer ends (close to the cab) were equipped with one inward and one outward
opening door; both with windows and the inwards opening door being that closest
to the cab. The remaining pairs of doors both opened outwards and only one had
a window; this being the left hand door when viewing the bodyside.
The
guard’s compartment had an inwards opening door equipped with a droplight
window. There were also four large windows in the bodyside, the outermost two
being centrally placed between the two pairs of double doors of each luggage area.
The remaining two windows were located towards the centre of the coach being
asymmetrically placed each side of the guard’s door, that to the left of the
door being of frosted glass to give the guard privacy. All these windows were
divided roughly ¼ & ¾ by a horizontal bar across them towards the top.
Driving
cab ends had a central panel with four white lights (placed in a square) with a
red tail light in the centre of then (arranged like a ‘five’ on a dice). Above
this was a large combined destination and route display, with a large aperture
at the top for destination and a smaller one below for the route. These displays
were displayed on roller blinds and illuminated from behind.
The
usual whistle was mounted above the driver’s observation light which had a
windscreen wiper; the offside observation light was not so fitted. The vehicle
was finished in plain green (with no lining) and the first style BR crest was
placed below the window to the right of the guard’s door. The two 8’ 9”
wheelbase motor bogies were centred at 46’ 6” centre; both carried shoe
gear.
Delivery and Testing on the Southern
E68000
was delivered to Peckham Rye shops week ended 29th October 1955 for
extensive trials and suffered some faults and a fire. However it was tested on
the BR(S) hauling trains of 6, then 8 coaches from Brighton to London
Bridge and back on 24th and 25th November 1955. It was
then used hauling goods trains from Norwood to Three Bridges and Horsham,
working the 12.45pm Norwood Junction to Horsham on Monday 5th December
1955, before being sent to South Gosforth, arriving there on 3rd January
1956.
Tyneside, Liverpool and back for Scrapping
On
2nd & 3rd March 1956 E68000 worked demonstration
trips from Newcastle to South Shields and went into traffic from 19th
March 1956.
Following
the conversion of the Tyneside electrified lines to diesel multiple unit
operation, E68000 was transferred to Southport for use on the Liverpool to
Southport line, going there from 10th August 1963 and being renumbered
M68000. In service it erroneously appeared with an ‘M’ suffix (M68000M); this
number being carried on the cab front between the former jumper cable sockets.
M68000M
also carried a full-width yellow warning panel, was equipped with two marker
lights (probably tail lamps) one each side above but slightly offset (outside)
from each buffer. Although it retained a drop buckeye it had lost its
compression bar and also gained two diagonal conduits up to the cab windows
from where the compression bar was once mounted (does anyone know the purpose of these?).
The
Tyneseide marker lights had been plated-in and the
vehicle endorse ‘FISH TRAFFIC THIS END’ on one of the cab fronts just below and
outside of the second man’s cab light as well as on the vehicle sides between
two pairs of the double doors. Livery was a darker green to the BR(S) emu
green; this matching the Southport electric units.
It
was taken out of use in 1965; there being a rare published photograph
(Merseyside Electrics pub. Ian Allan) shewing it in use at for parcels traffic
Formby station on 8th May 1965.
Once
out of use it was stored at Meols Cop (Southport)
until officially withdrawal on 25th March 1967 and scrapping by W.
Willoughby of Ashington, Northumberland during August
1967 in a yard at Choppington (then adjacent to
Portland Park football ground) more renown for breaking buses.
BR(S) MOTOR LUGGAGE VANS 68001 - 68010
Two
vehicles, numbered 68001 & 68002 were ordered for ‘Phase 1’ of the
Kent Coast scheme, and a further eight, 68003 to 68010 followed with
‘Phase 2’. Lot numbers were 30458 (68001/2) and 30623 (68003 ‑ 10),
these being ordered 22nd February 1957 (30458) and 29th
July 1959 (30623). The first two (68001/2) were delivered in May 1959 and were
ready for the commencement of electric services on 15th June
1959; the remainder being in traffic by March 1961.
BR(S) MLV Vehicles
All
the BR(S) MLVs were built at Eastleigh on standard 63' 6" length underframes
fabricated at Ashford. These vehicles were 64' 6" long over bodywork,
the length over buffers (extended) being 67' 1". Gangway connections
were not provided for security reasons; the luggage on boat trains being
conveyed under customs seal and the vehicles therefore had the standard non‑gangwayed cab end design as used for the BR type 2 HAP
and 2 EPB units.
Each
vehicle consisted of a drivers cab 4' 2½" deep, entered via a small
6' 7½" wide guard's compartment with a single inwards opening door on
each side, this end of the vehicle being the No. 1 end. Adjacent to the
guard’s compartment was the large luggage area, 27' 7¾" long and
provided with two pairs of outward opening doors on each side. At the other end
was the smaller luggage area, 18' 6" long with a single pair of
outward opening doors each side. Finally there was an entrance vestibule with
inwards opening doors giving access to the remaining driving cab.
The
MLVs had a capacity of 132 cu. yds, being
divided as 80 cu. yds in the large luggage area,
52 cu. yds in the smaller. Through access from
one end of the vehicle to the other was possible as each dividing partition had
a sliding door. Overall vehicle weight was 45 tons unladen
and 7 tons of luggage was permitted.
There
were three large windows along the bodysides of the vehicles. From the No. 1 (guard’s
compartment) end there weren’t any windows between the guard’s door and first
pair of double doors as the bodysides here had six hinged covers to allow
access to the traction batteries. The first window was centrally between the
next two sets of double doors, the second window was centrally between the next
two sets of double doors; the third was between the last set of double doors
and the No. 2 end cab vestibule door, this window being much closer to both
sets of doors than the first two. All of these side windows had a horizontal
dividing bar across them towards the top dividing them roughly ¼ & ¾.
All
vehicles were identical in appearance, although the first two had 1957
‘phase 1’ equipment, the remainder 1957 ‘phase 2’ equipment but in a
‘phase 1’ style body, these being built with conduits and wiring for
Westinghouse AWS equipment although this was sealed out of use.
The
first two MLVs (68001 & 68002) had the electrical code AF, the remainder
being AF‑1A. All were to Diagram No. 498. Each was mounted on BR
Mk 3 bogies; the No. 1 end being the 8' 9" wheelbase motorbogie being and fitted with two EE507 250hp motors
whilst the No. 2 end was an 8' 6" wheelbase bogie identical to
those used under the driving trailer cabs of the BR type 2 HAP units. Both
bogies were equipped with shoegear.
When
built the first two MLVs had different fuse boxes and battery access hatches
from the later eight. In later years further changes to the access hatches appear
to have been made to most (if not all) of the MLVs.
To
enable the MLVs vehicles to run ‘off the juice’ (mainly in sidings at Dover and
Folkestone) they had banks of batteries to supply power at 200V for the
traction motors, compressors and vacuum exhausters; these being charged by an
auxiliary generator coupled to the motor generator when the unit was on the
third rail. The batteries were located along the bodysides in the larger
luggage bay at the No. 1 end of the vehicle and were accessed by six exterior
access flaps.
In
order to further increase the usefulness of the MLVs they were equipped with
vacuum exhausters which enabled them to be used as locomotives hauling vacuum
braked parcels vans (for which a vacuum brake connection was provided at each
end at solebar level). 100 ton loads were allowed to be hauled, though
this was reduced to 50 tons up the steeply graded Folkestone Harbour
branch. It was possible to use the first two MLVs (68001 & 68002) to
convert the air braking of a train into vacuum by marshalling them between such
vehicles and few runs were
made in the early 1960s with one of these coupled between an EMU and a
loco-hauled Bulleid 3-set. The final batch of eight MLVs did not have this facility.
The
MLVs had the usual Westinghouse automatic air brake supplemented by the usual
EP brake and were fitted with buckeye couplers and standard brake hose and
jumper cables. This enabled them to run in multiple with all
post 1951 type electric units.
All
the MLVs were delivered in all‑over green
livery and initially did not carry unit numbers, just the vehicle number (with
an S prefix) in the usual coaching stock position on the bodysides. The first
two were equipped with whistles but the final batch of eight was delivered with
air horns.
Dates
completed were as follows:
68001 25th
April 1959
68002 5th
May 1959
68003 23rd December 1960 (in traffic by 14th February 1961).
68004 29th
December 1960
68005 4th
January 1961
68006 16th
January 1961
68007 24th
February 1961
68008 9th
March 1961
68009 14th
March 1961
68010 28th
March 1961
Into Traffic
MLV
number 68001 was delivered to Selhurst by 5th May 1959 before
moving to Peckham Rye on 12th May 1959 for further testing
and inspection at Waterloo on Thursday 4th June. 1959. Number 68002
was subsequently used on some test trips hauling freight stock between Norwood
and Three Bridges yards on 25th/26th June 1959.
From
18th January 1960, one of the MLVs was diagrammed to work an evening
parcels train from Cannon Street to Dartford and back with a trailing load
of up to four vans. From 22nd February 1960 a further trip was then
diagrammed for the other MLV at 7.0pm from Holborn Viaduct to Wrotham,
returning at 8.37pm. From this date the MLV off the Dartford train then ran
empty to Holborn Viaduct where both MLVs were coupled prior to working the 11.16pm
vans to Victoria; this train having a permitted tail load of 200 tons.
Following
delivery of the second batch of MLVs their area of operations was increased and
they were occasionally used for other special movements; on 16th
March 1961 number 68002 hauled Pullman cars Perseus
& Zena and a van from Stewarts Lane to Lancing
works, whilst on the following day 68001 was seen on a working from Lancing to
Stewarts Lane hauling three loco-hauled corridor coaches.
One
MLV (believed to be 68009) was used for some static AWS tests based at
Wimbledon S&T depot during 1961.
BR Corporate Liveries
MLVs
gained small yellow warning panels on cab ends from January 1964 and several
also had the vehicle number painted onto the cab end in the usual unit-number
position, though without the ‘S’ prefix.
All
later received blue/grey livery with full yellow ends (and numbers), though following
accident repairs 68004 was painted all‑over
blue with full yellow ends in March 1967 and carried the vehicle number with an
‘S‘ prefix in smaller figures than normal on the cab end. 68004 did not gain
blue/grey until about August 1970; it also had the high level BR symbol
with the coach number directly below close to the cab end on the bodysides.
Number
68001 was the last MLV to run in green livery up to (about) July 1970.
Pre-preservation
livery painting dates were as follows:
|
Original Number |
Green small warning panel |
Rail Blue full yellow end |
Blue /Grey |
London South East Sector 1 |
London South East Sector 2 |
Rail Blue |
Royal Mail Red |
Network South-East |
||
|
68001 |
N/K |
No |
10-Apr-70 |
Jun-85 |
No |
No |
Feb-89#1
|
c.Jun-89 |
||
|
68002 |
N/K |
No |
2-Oct-68 |
No |
No |
No |
No |
Jun-89
#1 |
||
|
68003 |
27-May-65 |
No |
19-Feb-68 |
Mar-86 |
No |
Yes#1 |
Wdn |
|
||
|
68004 |
11-Aug-64 |
30-Mar-67 |
15-Sep-70 |
No |
No |
No |
27-Oct-88#1 |
Jul-89 |
||
|
68005 |
N/K |
No |
16-Oct-67 |
Mar-86 |
Wdn#1 |
|
|
|
||
|
68006 |
11-Dec-66 |
No |
21-Jun-69 |
No |
27-Jun-88#1 |
Scrapped#3 |
|
|
||
|
68007 |
26-Nov-66 |
No |
14-Jan-70 |
No |
c.May-87#2 |
Wdn#4 |
|
|
||
|
68008 |
15-Mar-65 |
No |
11-Sep-69 |
Jun-86 |
Wdn#1 |
|
|
|
||
|
68009 |
31-Dec-65 |
No |
10-Mar-70 |
No |
Jul-86 |
Wdn#1 |
|
|
||
|
68010 |
11-Oct-65 |
No |
18-Aug-69 |
No |
4-Dec-86 |
Wdn#1 |
|
|
||
|
Livery
notes |
|
|||||||||
|
Green small warning panel |
Yellow warning panels may not have
been applied to 68001, 68002 & 68005 |
|||||||||
|
Rail blue full yellow ends |
68004 undertook a repaint (Lancing?)
following accident damage before the adoption of Blue /Grey. |
|||||||||
|
Blue /Grey |
BR corporate livery |
|||||||||
|
London & South East Sector 1 |
Two tone brown /orange (‘Jaffa Cake’) |
|||||||||
|
London & South East Sector 2 |
Two tone brown /orange but with black
border to orange band |
|||||||||
|
Network South-East livery |
Later version (darker blue with orange
electrification band across the cab front above the windows |
|||||||||
|
Rail Blue |
As painted following arrival at
Strawberry Hill depot May 1993 (numbered 9003 at this time) |
|||||||||
|
Royal Mail red livery |
Royal Mail livery discontinued
following the ‘Merstham’ mail train robbery. |
|||||||||
|
Network South-East |
Final main-line service livery of the
MLV (1989-on) |
|||||||||
|
#1 |
Renumbered by this time |
|||||||||
|
#2 |
1987 renumbering may have taken place at the same
time |
|||||||||
|
#3 |
Scrapped March 1994 following a collision at
Ramsgate on 6th December 1991. |
|||||||||
|
#4 |
Scrapped
in preservation at Coventry 30th November 2006. |
|||||||||
BR TOPS
Under
the BR TOPS computer system, the MLVs were initially allocated Class
No. 422/1 in 1972; this later being amended to Class 419 during 1975.
A BR design code was later allocated, these being EX560.0A for 68001 /68002 and
EX560.1B for the remainder.
The
MLVs were also shown in the BR TOPS computer system twice (once as locomotives
and once multiple unit stock) making them unique in this respect. This
facilitated their use (in pairs) hauling ‘water trains’ between Dover and
Ramsgate, these running about 1984 during a water shortage and took water from
a well on BR property at Dover for use in the carriage washing plant at
Ramsgate depot. Up to two four-wheel vacuum-braked tanks were hauled on each
occasion.
The TLVs (68201 – 68206)
On
occasions the amount of luggage carried on certain Boat Trains exceeded the
capacity of the MLVs requiring the employment of two MLVs. However, this led to
an excessive power to weight ratio and the conductor rail index of 16 for a
2xMLV + 12-car CEP (or CEP/BEP/CEP) formation was the
maximum that the electrical equipment in the substations could handle.
In
order to avoid this, six loco‑hauled Mk 1
BG vans were converted during 1968 and classified as Trailer Luggage
Vans (TLVs). The conversion included
air & EP braking and fitment of high level jumper /air hose connections for
use between the MLV and an adjacent 4 CEP unit. The TLVs were numbered as
68201 ‑ 68206.
They
were not fitted with driving cabs and this lead to staffing arguments with the
unions as to whether they were a multiple unit or a hauled vehicle for the
purposes of shunting.
The
TLV were unpopular due to the problems of shunting them and all were withdrawn
from these duties in 1975. By this time, the amount of luggage being conveyed
had declined so that one MLV could handle all the traffic satisfactorily.
MLV 68002 and an unidentified TLV on the rear of a
CEP formation leaving Victoria.
© Dave Smith
MLV Modifications for Parcels Traffic
& AWS
Further
decline in the amount of registered luggage traffic led to the increasing use
of MLVs on parcels trains, usually operating singly, though sometimes hauling
vans. For instance during 1972 one MLV was diagrammed to run empty from
Victoria to Bricklayers Arms and then worked the 05V00 Bricklayers Arms to
Epsom van train; this involved some use of the traction batteries in the
sidings at Bricklayers Arms.
However,
a number of instances of overrunning signals and a buffer stop collision on 18th April
1985 led to the ‘blacking’ of the MLVs by drivers. The problems occurred when a
defect in the braking system reduced its effectiveness so the MLVs were banned
from running solo whilst a programme of modifications was carried out at
Selhurst. This was to fit them with an additional brake cylinder whilst
separating the braking of each bogie so that in the event of failure, only 50%
of the braking system was affected.
Whilst
this programme was being carried out, certain mail train workings operated with
a 2 HAP ‘runner’ attached to the MLV with HAP units 6011/87/103 being
retained for this purpose beyond their planned withdrawal dates. All the MLVs were
eventually modified and were also fitted with a Speed Sensing device (SSF) to
enable then to run under Driver Only Operating (DOO) conditions. This increased
their sphere of operations considerably, particularly on the Central Division
with regular workings at various times to destinations such as East Grinstead,
Seaford, Littlehampton and Bognor Regis.
The
MLVs were also all fitted with AWS equipment at this time (they were amongst
the last units to be equipped) with the AWS equipment being made operational as
follows:
68001 July 1985
68002 March 1984
68003 November
1984
68004 April 1985
68005 January 1986
68006 December
1985
68007 April 1984
68008 July 1986
68009 April 1984
68010 June 1985
Incidents
|
Date |
Notes |
|
c.
May 1960 |
Around
May 1960 MLV number 68001 was damaged (location
unknown) and sent to Eastleigh for repairs on 6th June 1960;
it was released on 2nd July 1960. |
|
25th
February 1966 |
Number
68001 was further damaged in buffer stop collision at Victoria on 25th
February 1966. |
|
6th November
1986 |
On
6th November 1986 68005 was badly damaged in a buffer stop
collision at Redhill when it struck a bridge parapet. Repairs at
Slade Green and Selhurst followed and the vehicle was released 10th
June 1987. |
|
15th
March 1987 |
MLV
68001 was further damaged in a buffer stop collision at Ramsgate depot 15th
March 1987 and left hanging partly over the viaduct, but the MLV was soon
repaired. |
|
8th March
1989 |
Merstham;
the ‘Great’ MLV Robbery (see below) |
|
6th
December 1991 |
As
a consequence with a collision with 4 CEP number 1559 at Ramsgate on 6th
December 1991, MLV number 9006 (former 68006) was withdrawn. After a period
of storage at Ramsgate (thence Eastleigh) it was moved to Gwent Demolition, Margam for scrapping on 15th March 1994; being
cut‑up w/e 26th March 1994. |
MLV 68002 on the front of a CEP formation passing Snowdown
Note the siding’s overhead wiring for the electric
locomotives
© www.BloodandCustard.com
The ‘Great’ MLV Robbery
Due
to increasing use on mail trains, MLV numbers 9001-5/7/9 were allocated to the
‘Parcels Sector’ under the BR ‘sectorisation’ scheme
and three were repainted into Royal Mail red livery, the first 9004 in
October 1988 followed by 9009 and 9001 soon after. However, 9004 was held up
and robbed near Merstham whilst working a Brighton to
London Bridge mail train on 8th March 1989 and a decision to
repaint the red livery units into NSE livery to make them less conspicuous was
taken shortly after; so they lost this distinctive livery.
Renumbering & Further Livery
Changes
In
early 1986 some MLVs began to be repainted into the new L&SE two-tone brown
livery (known as ‘Jaffa Cake’), 68001/3/5/6/7/8/9/10 being so done.
Early
in 1987 the MLVs were allocated unit numbers for the first time as units
9001 ‑ 9010, the first two (9001 /9004) were renumbered in
February 1987, 9002/3/6/8/9/10 following in March 1987 with 9005 & 9007
later after repair. Several (including 9001/2/3/6/8) also had their bodyside
numbers changed in error, these quickly reverted to 68xxx. These unit numbers
were applied low down over the cab windows rather than high up in the centre as
previously.
Network South-East
From
early 1989 (starting with 9002) the MLVs were repainted into the red /white /blue
NSE livery, though without the upswept arrangement at the cab ends.
From
May 1990 the carriage of mails on BR(S) passenger trains ceased and with very
little remaining work on Boat trains the MLVs had hardly any diagrammed work,
most being used at various depots as shunting horses.
Into Decline
Units
9003 /9007 /9008 /9009/ 9010 were out of use during the summer of 1990, stored
at Ramsgate and later (Ashford) Chart Leacon. In
May 1991 units 9001 /9003 /9005 /9007‑9009 were officially withdrawn from
service and stored, the remaining four being withdrawn from 30th September
1991 for further departmental use.
Following
a collision at Ramsgate on 6th December 1991 MLV number 9006 was
withdrawn and after a period of storage at Ramsgate (thence Eastleigh) was
scrapped at Margam w/e 26th March 1994.
All
the MLVs were officially renumbered into the departmental number series as
931091 ‑ 931099 & 931090 respectively though not all were physically
renumbered as they were stored out of use. However, 931092 (9002) and 931090
(9010) were renumbered at Ramsgate.
At
Slade Green 931091 (9001) was numbered 091 and 931094 (9004) & 931095
(9005) were in use at Ramsgate.
MLV
number 9007 was not renumbered 9007 being stored derelict at Ramsgate.
Following collision damage 9006 was stripped at Bournemouth and held at
Eastleigh pending disposal for scrapping. Number 931098 was stored at Slade
Green.
In
an attempt to find further work for the MLVs, a trial took place on 15th June
1992 with 931091 /931092 hauling the Ashford Breakdown Crane and Tool Van on a
circular trip from Ashford to Dover, Deal, Minster and back to Ashford via
Canterbury East. Stops were made on Guston bank and a
short period of battery operation tried. Although the conclusion was that they
would be suitable for such use nothing further came of this scheme.
During
May 1993 MLVs 9003 and 9009 (not renumbered) moved to Strawberry Hill
where they were overhauled for depot ‘horses’ and 9003 painted in all‑over rail blue whilst 9009 retained the now defunct LSE
‘Jaffa Cake’ colours. Whilst at Strawberry Hill number 9003 was also
fitted with Sandite equipment, though this may never
have been used.
Privatisation & Porterbrook
Despite
the MLVs now seeing very little use, under the BR privatisation arrangements all
(except scrapped 68006) were allocated to the ownership of the Porterbrook train leasing company from 1st April
1994.
Number
931098 was hauled by a 4 VEP unit from Slade Green to Ramsgate (10th
May 1996) and on 23rd May 1996 Ramsgate was cleared of all remaining
MLVs with units 931092/4/5/7/8/10 running to Ashford, though not all were under
power. These MLVs continued (with the addition of 931091) from Ashford to
Strawberry Hill on 24th June 1996 and all nine MLVs were then
subject to inspection for possible use as ‘Sandite’
units on the Merseyrail third rail system.
Late
in June 1996 all nine MLVs were hauled from Strawberry Hill to Bournemouth for
further storage.
Restrictions
There
were no restrictions for MLVs running as a single vehicle. However, they were
subject to a maximum trailing load of 100 tons gross when hauling tail traffic,
except between Folkestone East and Folkestone Harbour when the maximum trailing
load was 50 tons gross (information correct
to 6th May 1968).
Sale and Disposal
Around
June 1998 MLV 68001 was sold to the EPB Preservation Group and later moved to
the East Kent Railway at Shepherd’s Well where it
operates with 2 EPB 5759.
MLV
number 931092 was restored to use (circa September 1998) for use as a depot shunter at Bournemouth.
Six
further MLVs were sold for preservation about March 2000 with all moving by
road from Bournemouth to their new homes, two of which moved on 28th
March 2000.
MLVs
68003 & 68004 went to the Mid Norfolk Railway at Wymondham arriving 17th
March 2000 and 15th March 2000 respectively, 68005 & 68008 to
the Suburban Electric Railway Association at Coventry and 68009 & 68010 to
the Colne Valley Railway at Castle Hedingham. 68007 was later sold to
the Bullied Electric Preservation, joining 68005/8 at Coventry.
Preservation
The
2012 MLV preservation notes are as follows:
Type AF
68001 /9001 /931091 East Kent Railway, Shepherd’s Well (Green
livery)
68002 /9002 /931092 East Kent Railway, Shepherd’s Well (NSE livery)
Type AF‑1A
68003 /9003 Eden
Valley Railway, Warcop (Green livery)
68004 /9004 /931094 Mid
Norfolk Railway, Dereham (Green livery)
68005 /9005 /931095 Eden
Valley Railway, Warcop (Green/L&SE livery)
68006 /9006 SCRAPPED, Gwent Demolition, Margam
March 1994
68007/9007 SCRAPPED, Coventry Railway Centre November 2006
68008 /9008 /931098 East Kent Railway, Shepherd’s Well (NSE livery)
68009 /9009 East Kent Railway, Shepherd’s Well (L&SE
livery)
68010 /9010 /931090 Wensleydale Railway, Leeming Bar (Green livery)
Individual
Vehicle Preservation Notes
68001 Sold about June 1998 to the EPB preservation
group and later moved by road to the East Kent Railway based at Shepherd’s Well. It was progressively restored to green livery and used
occasionally on battery power to haul 2 EPB unit number
5759 on passenger trains.
68002 Still at Bournemouth Depot 1th January 2004 and
used occasionally as a ‘depot shunter’. Moved by road
to East Kent Railway at Shepherd’s Well on 3/4th
February 2004.
68003 Initial sale to a Bulleid
Electric Preservation Society (BEPS) shareholder and moved to the Mid‑Norfolk Railway at Dereham and
used as a store shed for use with restoration work on 4 EPB unit 5176. MLV
did not carry its departmental number on sale. 68003 later resold to a private
individual and moved to the Eden Valley Railway at Warcop
where it was restored to working order and able to move under battery power. Repainted green during 2003.
68004 Sold to a group of Class 50 Locomotive
Association members and moved to the Mid‑Norfolk
Railway at Dereham. Currently in use as a PWay store by the railway. One side in L&SE livery, the
other side painted into green (maybe all-green by now).
68005 Purchased by a BEPS shareholder and moved to
the Coventry Railway Centre at Coventry Airport. MLV had been quite heavily
stripped and was sold again in 2001 to the owner of 68003. It was moved to join
68003 at the Eden Valley Railway, Warcop where
restoration is under way. One side green whilst the other remains in L&SE
livery (maybe all-green by now). Useable on battery
power.
68006 (Scrapped
1994).
68007 Scrapped 2006.
Purchased by a BEPS shareholder
and moved to the Coventry Railway Centre at Coventry Airport for spares.
Remained there as a store and later sold to EPB Preservation Group and scrapped
at Coventry 30th November 2006 with the remains removed during
November 2006.
68008 Purchased by a SERA shareholder and moved to
the Coventry Railway Centre at Coventry Airport. Carried unit
number ‘098’ when sold. Sold to the East Kent Railway in May 2005 but
not moved to Shepherd’s Well until 7th
September 2007.
68009 Purchased by Colne Valley Diesels and moved to the Colne Valley Railway at Castle Hedingham for use as a store. When sold it was not fitted
with a headlight. Moved to East Kent Railway at Shepherd’s Well
in early 2009.
68010 Purchased by Colne Valley Diesels and moved to the Colne Valley Railway at Castle Hedingham for use as a store. This coach was headlight
fitted on sale. It was later moved to the Wensleydale
Railway at Leeming Bar (ownership details unknown).
Now being restored, painted green with full yellow ends.
Thanks go to author John Atkinson with additional input and
editorial by C. Watts
THE
MLV IN MODEL FORM
Until
recently the BR(S) MLV was only available in kit form;
the most recent version being from DC kits.
Silver-Fox Models marketed a ready-to-run MLV although this is now understood to
be out of production.
Replica Railways announced a ready-to run version and displayed full body-mouldings
and parts (which
are available) before producing a motorised
chassis which is currently sold in its
own right for use under many multiple-unit types along with items such as jumper
cables etc. It was understood that the
ready-to-run MLV was awaiting completion when Bachmann announced it was producing its own MLV.
Complementing
its 4-Cep unit, Bachmann released its MLV during July 2012 (initially in three versions catalogue
no. 31-265, 266 & 267) before further versions were produced:
|
68001 |
BR(S) all-over Green
with whistles |
(Catalogue number 31-265) |
|
68006 |
BR(S) Green with yellow
warning panel & two-tone horns |
(Catalogue number 31-266) |
|
68009 |
BR corporate Blue /Grey |
(Catalogue number 31-267) |
|
68004 |
BR corporate all-over
Blue with full yellow ends |
(Catalogue number 31-267Z) |
|
9004 |
Royal Mail Livery |
(Catalogue number 31-265Z) |
|
9004 |
Network South-East livery |
(Catalogue number 31-268) |
|
68008 |
London & South East Sector 1 ‘Jaffa Cake’ Livery |
(Catalogue number 31-269) |
A comprehensive review
has been taken by the Southern Electric Group and should be found here.
Unfortunately some of the
green versions appear to suffer from visible white glue around the window
apertures; a quality-control problem not often found on blue grey models where
the window glazing surrounds are painted black.
FINALLY
Smithfield Sidings
There is an
unconfirmed but credible report that an MLV was taken into Smithfield Sidings
instead of reversal at Blackfriars (exact
date unknown).
The London Bridge Mail Train
There are a
number of reports that an MLV was diagrammed for an overnight mail train
between London Bridge and Ashford and this had on occasions diverted via
Redhill because of engineering possessions; locomotive assistance being booked
between the then non-electrified section between Redhill and Tonbridge. This
reporting further suggests there were occasions when the MLV had to run between
Redhill and Tonbridge using its traction batteries following a lack of
available locomotive.
The London
Bridge to Dover and Margate weekday mail train was quite long with Margate
section (one or two vans) being detached from the rear upon arrival at Ashford
(usually platform 3); the locomotive taking the front section forward to Dover.
Certainly between early 1983 (and probably from 1976) until the service
finished in 1986 it was at Ashford where an MLV collected the detached vans
taking them forward (02:33 dep) to Margate. There
were also times when the train only ran to Canterbury or Dover (for example
engineering works).
Sample timings
supplied by Clive Standen from his guard’s journals are
as follows:
|
Wednesday 19th September 1984 Train reporting number 1R31 (Headcode
01) |
||
|
|
Booked Time |
Actual Time |
|
Ashford (68005+1xBG) |
02.33 dep |
02:14 dep |
|
Canterbury West |
02:53 arr |
02:34 arr |
|
|
MLV runs round BG |
|
|
Canterbury West |
03:30 dep |
03:26 dep |
|
Ashford sidings |
03:50 arr |
03:46 arr |
|
Thursday 20th September 1984 (Dover Special 4 duty) Train reporting number 5R31 (Headcode
not recorded) |
||
|
|
Booked Time |
Actual Time |
|
Ashford (68003+1xBG) |
03:54 dep |
03:40 dep |
|
Folkestone East |
|
04:14 pass |
|
Canterbury West |
03:30 dep |
03:26 dep |
|
Dover Priory sidings |
04:40 arr |
04:05 arr |
|
Saturday 22nd September 1984 Train reporting number 1R31 (Headcode
01) |
||
|
|
Booked Time |
Actual Time |
|
Ashford (68009+1xBG) |
02.33 dep |
02:20 dep |
|
Canterbury West |
02:53 arr |
02:39 arr |
|
Canterbury West |
03:08 dep |
02:47 dep |
|
Ramsgate |
03:27 pass |
03:05 pass |
|
Margate |
03:36 arr |
03:16 arr |
|
|
BG placed into the parcels dock |
|
|
Margate (68009 ecs) |
04:00 dep |
03:37 dep |
|
Ramsgate sidings |
04:08 arr |
03:37 arr |
|
The turn continued with
the 05.47 Ramsgate to Charing Cross via Dover as far as Ashford where the
night turn finished. |
||
As for the
reports from Redhill to Tonbridge, with a couple of exceptions starting with the
climb out of Redhill as well as climbs just after Nutfield
station and on the approach to Godstone station as
well as approximately the two-miles of level on both the approaches to (and
through) Bletchingley and Penshurst
Tunnels the line from Redhill to Tonbridge is essentially on a falling gradient
much of which is steeper than 1 in 300.
However, during
the 1980s many of the MLVs struggled to undertake more than a few shunting
moves before the batteries flattened so even a solo MLV working across nearly
twenty miles between Redhill and Tonbridge would appear improbable. Although if
any reader can confirm otherwise, BloodandCustard
would be most interested!
Thanks go Clive Standen and C. Watts.
ALL PHOTOGRAPHS
ARE COPYRIGHT
Blood and Custard Blood & Custard Crimson & Cream Crimson and
Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson &
Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson &
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& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson &
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Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson &
Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and
Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson &
Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson &
Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and
Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson &
Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk