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BRITISH RAIL SOUTHERN REGION’S
TRAILER LUGGAGE VANS

During the mid-1960's several boat train workings between London and Dover /Folkestone were requiring the use of two of the Motor Luggage Van (MLV) vehicles due to the amount of luggage being conveyed. This caused some problems with diagramming of the MLVs and occasional problems with overloading the power supply equipment as a 14 coach train with two MLVs had a conductor rail index of 16. To alleviate this problem it was decided to create six trailer luggage vans (TLVs) by converting six former loco‑hauled full-brakes (BGs) for use in electric multiple unit trains.

 

The BGs selected for Conversion

The BG vehicles selected were numbers 80915/18/22/25/42/51. All had been built to Lot 30162 in 1957 by Pressed Steel (diagram number 711). Mounted on BR B2 bogies they were fitted with vacuum braking and steam heating. These BG vehicles were built on short (56' 11") underframes and consisted of two luggage areas, the smaller 22' 8" long, the larger 28' 4˝" long; this larger luggage area containing a small guard's compartment towards the centre of the vehicle. Overall unladen weight was 31 tons and the vehicles were 60' 7" long overall.

The guard's compartment had an inwards-opening door on each side of the coach and was equipped with a handbrake. Each of the two luggage areas were accessed by two pairs of outward-opening double doors and were equipped with four (evenly spaced) windows located between each pair of doors. The vehicle could accommodate 8 tons loaded when evenly distributed.

 

Conversion Work

Conversion work on these BG vehicles was carried out at Selhurst Repair Shop during early 1968 and involved conversion to air and EP braking, gangway end doors were sealed out of use but not removed. High level 27 way jumpers and air hose connections were provided at vehicle ends to enable the vehicles to work with other SR post 1951 type EMU units. Low level air hose connections were also provided at the usual position for loco-hauled vehicles.

End buffers and drophead buckeyes were retained, though coupling to EMU units was by the buckeye automatic coupler with the side buffers being retracted out of use. No form of electric heating was provided as the guards rode elsewhere in the train.

In numerical order from their previous identities, the BGs were renumbered upon conversion into the EMU number series as TLVs numbered 68201 to 68206. All but one of the BG vehicles were repainted from maroon to blue/grey during conversion; TLV number 68203 entering into service in maroon livery (it has been suggested that it was urgently required for the Easter Bank Holiday traffic).

The electrical code BV was allocated to the vehicles by the BR(S) and they received the TOPS classification of Class 422/2. When in use, the TLV was marshalled between the MLV and the adjacent Cep (usually part of a 12-car CEP or CEP/BEP/CEP boat train formation.

The livery painting dates were as follows:

 

TLV Number

Livery as TLV

BR Lined Maroon

Corporate Blue/grey

68201

No

May-68 (new)

68202

No

Jan-68 (new)

68203

?-68 (new)

?-70

68204

No

Feb-68 (new)

68205

No

May-68 (new)

68206

No

Apr-68 (new)

 

Maintenance

Routine maintenance was carried out at Ramsgate where the vehicles were allocated. However, programmed heavy overhauls were undertaken at Eastleigh and intermediate body overhauls at Selhurst. Routine programmed bogie exchanges were done at (Ashford) Chart Leacon.

 

In Traffic

The TLVs went into service from February 1968 and were used mainly (as intended) on Boat Trains. However, they did see limited other use on parcels and mail trains, principally in the Christmas periods when many extra mails services were run and the TLVs ran coupled to MLVs or 2 HAP units. From October 1970 there was a regular mail train on the North Kent line formed MLV + TLV + TLV + MLV.

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 TLVs were unpopular due to the problems of shunting them (in particular propelling out of Victoria to Grosvenor Carriage Sheds) and a decline in the amount of luggage handled on boat trains during the early 1970s led to them being taken out of use during 1974 and stored, initially at Eastleigh and later at Oatlands Sidings near Weybridge.

 

Use as Match Vehicles

Some use was made of them later in 1974 as match vehicles in connection with various vehicle movements during the delivery and formation of the second batches of 4 REP and 4 TC units with 68203 & 68204 being used; on 15th August 1974 TLV 68201 got as far as York works from Clapham Yard with TB 1758. 68202/5/6 had been stored at (Ashford) Chart Leacon with 68202/6 moving to Clapham Yard 18th September 1974 with 68205 following later. The other three TLVs (68201, 68203 & 68204) were at Strawberry Hill by 23rd April 1975 with 68202/5/6 also being moved there from Clapham Yard 11th September 1975. At this point all had their EP brakes and other EMU fittings removed as well as their dynamos and batteries.

 

Official Withdrawal from Revenue Earning Use

All the TLVs were officially withdrawn from revenue use from 7th August 1976 before being moved Oatlands to Surbiton on 8th July 1976 thence onwards to Swindon works (8th September 1976) for conversion into Enparts Vans for carrying HST spares between depots. Further conversion work was undertaken at Horwich works with 68201/3 moving there from Swindon on 25th January 1978, with 68202/4/6 following on 8th February 1978 and 68205 arriving there by March 1978. All were renumbered into the Departmental series as ADB975610 ‑ ADB975615 though not in number order. Following conversion ADB975610-2 were used between Old Oak Common and Derby whilst ADB975613-5 ran between Bristol (St Philips Marsh) and Derby.

 

Vehicle Details

Vehicle details were as follows:

 

Former BG No.

(Diag 711)

BR(S) TLV No.

(Code BV)

Paint dates

Departmental No.

Status

80915

68201

?/5/68

ADB975611

Scrapped 9/11

80918

68202

1/1/68#

ADB975613

Scrapped 9/11

80922

68203

7/7/65*

ADB975612

Scrapped 9/11

80925

68204

12/2/68

ADB975614

Scrapped 3/96

80942

68205

?/5/68

ADB975610

Scrapped 3/96

80951

68206

?/4/68

ADB975615

Scrapped 1/08

 

* previous repainting date (in maroon), not repainted at Selhurst during conversion.

# 68202 was in traffic by 1/3/68.

 

       

Tool Van Conversions

All six vehicles were later further converted into tool vans for use with the Breakdown Train Units (BTU's) on the Western Region and were then allocated to the following depots:-

Bristol Bath Road                         ADB975610, ADB975614.

Old Oak Common                        ADB975611, ADB975613.

Cardiff Canton                              ADB975612.

Plymouth Laira                             ADB975615.

Vehicles ADB975611 and ADB975614 were both equipped with generators for their new roles.

No further renumbering of the vehicles took place and TOPS code for 975612 was QVA.

 

Scrapping

Following closure of Bristol Bath Road depot, ADB975610 and ADB975614 were both scrapped at the depot during March 1996 by Railfreight Services. The breakdown train at Plymouth Laira was also later abolished and ADB975615 then allocated as part of the Severn Tunnel Emergency Train based at Sudbrook Pumping Station. This train was replaced by a new train during 2004 and 975615 moved to Severn Tunnel Junction for storage. It was sent to SimsMetals, Newport for scrapping January 2008.

Cardiff Canton closed as a depot during 2004 and the BTU was then based at Margam from 22nd February 2005. ADB975612 was moved to Newport (Alexander Dock Junction) March 2008 and was still in use in March 2009. Network Rail revised their BTU arrangements during 2010 and the train including moved to Knottingley

ADB975611 & ADB975613 had moved from Old Oak Common to Toton in February 2008 and later was based at Bescot.

ADB975611, ADB975612 and ADB975613 were taken out of use during 2011 and sold to SimsMetals for scrapping in September 2011 with ADB975611 and ADB975613 being moved from Bescot to Halesowen and 975612 from Knottingly to Hartlepool; all these moves being undertaken by road.

 

Thanks go to author John Atkinson with contributions by C. Watts.

 

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