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British Rail Southern
Region design
MLV
(Motor Luggage Vans Nos.
E68000 & S68001-68010)
MLV
nos.9001 & 9004 at London Bridge (mail traffic) 28th August 1989
© BloodandCustard
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 (MLV) 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 MLV vehicles were based on an earlier design of the parcels MLV
built at Eastleigh during the autumn of 1955 for use on the South Tyneside
line.
|
Passing the carriage washer at Lovers Walk (Brighton)
is the unique Motor (Parcels) Luggage Van no.E68000 built for the Tyneside
Electrification. Photographed on possibly on 24th or 25th November 1955, no.E68000 is on a test train hauling Crimson
& Cream (CLC) liveried Maunsell coaches. Note the Tyneside headcode, tail
& route indicator lamps, plus the absence of a wiper for the secondman’s
observation light. |
Eastern Region (Tyneside)
Motor Luggage Van (E68000)
E68000
was built at Eastleigh to Diagram No.499 and differed from the later BR(S) MLV
vehicles 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 sidelights and the inwards opening door being that
closest to the cab. The remaining pairs of doors both opened outwards and only
one had a sidelight; this being the left-hand door when viewing the bodyside.
|
Interior of E68000 (Guard’s compt.) |
The
guard’s compartment had an inwards opening door equipped with a droplight.
There were also four large sidelights in the bodyside, the outermost two being
centrally placed between the two pairs of double doors of each luggage area. The
remaining two sidelightss 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 sidelights were divided roughly Ľ & ľ by a horizontal bar across them
towards the top.
|
Interior of E68000 (Guard’s compt.) |
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 sidelight to the right of the guard’s door. The two 8’ 9”
wheelbase motor bogies were centred at 46’ 6” centre; both carried shoegear. E68000 was not equipped with traction batteries.
|
Official photograph of E68000 |
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.
|
Official photograph of E68000 |
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 air-pipes
up to the forward observation lights from where the compression bar was once
mounted. The waist level dual cocks (fitted as SR standard and used on the
Tyneside units) were blanked off with these pipes fitted to take them down to
the headstock. Oddly it is the Train Pipe on the right- hand side and the Main
Reservoir on the left-hand side.
The
Tyneside 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 and fish
traffic at Formby station on 8th May 1965; one luggage section being
marked for fish – the other for parcels.
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 omnibuses.
|
MLV no.S68009 at Grosvenor Shed (Victoria
SE). © late Alan Hawes collection |
Southern Region
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 & 68002) 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.
|
On Thursday 2nd
March 1961 an unidentified Phase ‘2’ MLV leads a Dover
Marine to Victoria headcode ‘74’ Boat Train on the Up Chatham Slow through
Bickley Station. Note the Phase ‘2’ MLV’s
dropped buckeye coupler. © Ben Brooksbank (Geograph/CC-by-SA) |
BR(S) MLV Vehicles
All
the BR(S) MLV vehicles 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 driver’s cab 4' 2˝" deep, at the No.1 end
(motor bogie) this entered via a small 6' 7˝" wide guard's
compartment with a single inward-opening door on each side. Adjacent to the
guard’s compartment was the large luggage area, 27' 7ľ" long and
provided with two pairs of outward opening doors on each side. Towards the No.2
end (trailer bogie) was the smaller luggage area, 18' 6" long with a
single pair of outward opening doors each side. Devoid of droplights, all these
outward-opening double-doors were significantly wider than those used elsewhere
on Mk1 stock. Finally, there was an entrance vestibule with inwards opening
doors giving access to the remaining driving cab.
|
Detail view of the opposite
ends of departmental MLV vehicles nos.931092 (NSE) 931090 (Jaffa Cake) at Ramsgate
depot yard on Saturday, 24th April 1993. On no.931092 (No.1
end) some of the battery box covers can be seen alongside the Guard’s
compartment (with its external door set further back from the driving cab
bulkhead) This compares to the non-Guard’s compartment (No.2) end of
no.931090. Both cabs are 4’ 2˝”
deep. However, there is an equipment cabinet behind the secondman’s position
which impinges into the Guard’s compartment resulting in the Guard’s door
being set further back from the partition. In addition, the secondman’s side
light (whose seat is mounted beneath) is smaller than the driver’s side
light. Also visible are the
T-section vertical lifeguards of the 8’9” wheelbase Mk3b motor bogies (here on
no.931092) in comparison to the flat-section (bar) vertical lifeguards
mounted on the 8’6” wheelbase Mk3b non-motored bogies (here on no.931090). Finally, the
larger-than-standard double-doors can be seen (possibly unique to the MLV vehicles?);
the left and door of each pair was fixed (i.e. not fitted with a droplight).
The side lights (including doors) of each luggage area were equipped with
protective wire-mesh grills. The Guard’s periscopes have long been removed. ©
Colin Price |
The
MLV vehicles 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 sidelights along the bodysides of the vehicles. From the No. 1
(guard’s compartment) end there weren’t any sidelights between the guard’s door
and first pair of double doors as the bodysides here each had six hinged covers
to allow access to the traction batteries. The first sidelight was centrally
between the next two sets of outward-opening double doors, the second sidelight
was centrally between the next two sets of outward-opening double doors; the
third was between the last set of double doors and the No. 2 end cab vestibule
door, this sidelight being much closer to both sets of doors than the first
two. All of these sidelights had a horizontal dividing
bar across them towards the top dividing them roughly Ľ & ľ.
All
vehicles were identical in overall appearance, although the first two (type AF)
had 1957 ‘phase 1’ equipment. The remainder (type AF-1A) had 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).
Like the Tyneside MLV, the first two BR(S) versions (type AF) were not
fitted with a wiper on the Secondman’s observation light (the type AF-1A were fitted).
|
Possibly in early-May 1959, MLV no.S68001 off the ‘juice’ propelling
out of Norwood’s Down Goods Line alongside the south end of the station. The
houses to the right are in Carmichael Road with the three-story terrace being
Clifford Road. The furthest (bogie) brake van is a Queen Mary with three steel 16T
mineral wagons sandwiched between an ex.SECR (RH ducket) brake van; the sum load of this train being
around 100 tons which was the maximum rating for a solo MLV. With all train’s staff looking north (driver at controls, guard at
open droplight and somebody looking out of the secondman’s opening side
light) this train could be setting back ready to go out on a test run. Subsequent to this, MLV no.S68002 undertook its own test
trips on 25th /26th June 1959. The forward and rearward periscopes of the MLV are clearly visible
(later removed). Like the Tyneside MLV, the first two BR(S) versions (type
AF) were not fitted with a wiper on the Secondman’s observation light (the type AF-1A were fitted). In the foreground note the two side ramps
on the conductor rail for the turnouts. Courtesy of Colin Price |
Battery
Power
To
enable the MLV 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.
To
protect the battery supply
from the 750v live-rail supply, the shoegear was lifted by air-pressure when battery-operation
was selected by the driver (using the battery-on button); essentially a
pneumatic equivalent to ‘paddling-up’ to disconnect the MLV from line-voltage.
The battery-off button ended battery operation, lowered the shoegear
with the line-light re-illuminating upon contact with the (energised) live-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. When
built the first two MLV vehicles (nos.68001 & 68002) 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 MLV vehicles.
Motors
& Bogies
The
first two ‘Phase 1’ MLV vehicles (nos.68001 & 68002) had the
electrical code AF, the remainder ‘Phase 2’ being AF‑1A. All were to
Diagram No. 498. Each was mounted on BR Mk 3b motor 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 Mk3b driving trailer bogie identical to those used
under the driving trailer cabs of the BR type 2 HAP units nos.6106 – 6146.
Both
MLV bogies were equipped with shoegear which was lifted
off the conductor rail by air-pressure when battery-operation was selected by
the driver. Besides the switching from line-voltage to battery voltage, raising
the shoegear also placed it out of ‘harm’s-way’ in
those sidings where conductor rail run-on ramps may not be robustly maintained
else debris /unused con-rail pots etc. could otherwise catch the shoes.
However, if a MLV needed to traverse a route not cleared for shoegear then (like other third-rail EMU stock) the shoegear had to be temporarily removed.
This
arrangement on the MLV vehicles predated the Electro-Diesel Locomotives (EDL)
whose air-pressure lowered the shoegear; this being in-part
a fail-safe for when Electro-Diesel Locomotives entered possessions (or routes
not cleared for shoegear) where the shoegear needed to be fully-retracted inside of the loading
gauge and not just lifted a few inches clear of the conductor rail. [Should there be insufficient air
pressure to lower the shoes when an EDL was required for service, drivers could
either charge the compressed-air system by starting the diesel engine else use
an emergency foot-pump].
Braking
In order to further
increase the usefulness of the MLV vehicles 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 by an MLV, though this
was reduced to 50 tons up the steeply graded Folkestone Harbour branch.
It
was possible to use the first two MLV vehicles (nos.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 locomotive-hauled
Bulleid 3-set. The final batch of eight MLV
vehicles did not have this facility.
The
MLV vehicles 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 1951-on types
of BR(S) electric units.
|
In its typical position, an unidentified MLV with (yellow warning
panel) awaits its next duty at Grosvenor Shed (Victoria) as 4 SUB no.4688
rattles past. Of additional interest, an SNCF
Fourgon from the Night Ferry is poking out of the shed © BloodandCustard |
Delivery
All
the MLV vehicles 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 |
|
Saturday,
19th August 1978 and an unidentified MLV is at the rear of a
CEP-BEP-CEP Down boat train formation passing Chart Leacon
Works on the approach to Ashford. © Tony Watson |
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 MLV vehicles 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 MLV vehicles were coupled prior to
working the 11.16pm vans to Victoria; this train having a permitted tail load
of 200 tons.
The
Waterloo record card for 4 Cor coaching set 883 contains a note stating the set
was used for trial runs with 68008 but on 16th May 1960?
Following
delivery of the second ‘Phase 2’ batch of MLV vehicles 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 no.68001
was seen on a working from Lancing to Stewarts Lane hauling three loco-hauled
corridor coaches.
One
MLV (believed to be no.68009) was used for some static AWS tests based at
Wimbledon S&T depot during 1961.
|
Sporting
headcode 74 (Victoria to Dover Priory via Canterbury East), MLV no.68002 on a
positioning move at the front of a 4 CEP passing Snowdown Colliery. Note the sidings’
overhead wiring for the BR(S) electric locomotives. © BloodandCustard |
Restrictions
Excepting
the ‘C1’ gauge (Southern Route Restriction ‘4’) there were no restrictions for MLV
vehicles running solo. 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).
|
An MLV leads a TLV and a mixed-livery 12 CEP
formation through Faversham |
|
An unidentified 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 units 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 BSK coaches 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 swapped 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. With thanks to Tony Francis. |
BR Corporate Liveries
MLV
vehicles 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 no.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. No.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 2nd March 1970
when it entered Eastleigh Works. Although its blue /grey paint date was 10th
April 1970 it did not emerge from the works until 1st May 1970; this
was not unusual for MLV vehicles.
Pre-preservation
livery painting dates were as follows:
|
Original Number |
Green small warning panel |
Rail Blue |
Blue /Grey |
London South East Sector 1 |
London South East Sector 2 |
|
68001 |
N/K |
No |
10-Apr-70 |
Jun-85 |
No |
|
68002 |
N/K |
No |
2-Oct-68 |
No |
No |
|
68003 |
27-May-65 |
No |
19-Feb-68 |
Mar-86 |
No |
|
68004 |
11-Aug-64 |
30-Mar-67 |
15-Sep-70 |
No |
No |
|
68005 |
N/K |
No |
16-Oct-67 |
Mar-86 |
Wdn#1 |
|
68006 |
11-Dec-66 |
No |
21-Jun-69 |
No |
Renum. |
|
68007 |
26-Nov-66 |
No |
14-Jan-70 |
No |
Renum. |
|
68008 |
15-Mar-65 |
No |
11-Sep-69 |
Jun-86 |
Wdn#1 |
|
68009 |
31-Dec-65 |
No |
10-Mar-70 |
No |
Jul-86 |
|
68010 |
11-Oct-65 |
No |
18-Aug-69 |
No |
4-Dec-86 |
|
New Number |
London South East Sector 2 |
Rail Blue |
Royal Mail Red |
Network South-East |
Final No. (Departmental) |
|
9001 |
No |
No |
Feb-89#1
|
c.Jun-89 |
931091 |
|
9002 |
No |
No |
Part
#5 |
Jun-89
#1 |
931092 |
|
9003 |
No |
Yes#1 |
Wdn |
|
931093 |
|
9004 |
No |
No |
27-Oct-88#1 |
Jul-89 |
931094 |
|
9005 |
Wdn#1 |
|
|
|
931095 |
|
9006 |
27-Jun-88#1 |
Scrapped#3 |
|
|
No |
|
9007 |
c.May-87#2 |
Wdn#4 |
|
|
931097 |
|
9008 |
Wdn#1 |
|
|
|
931098 |
|
9009 |
(Jul-86) |
Wdn#1 |
|
|
931099 |
|
9010 |
(4-Dec-86) |
Wdn#1 |
|
|
931090 |
|
Livery Notes |
|
|
Green small warning panel |
Yellow warning panels may not have
been applied to 68001, 68002 & in particular 68005.
If anyone has information on these please contact us! |
|
Rail blue full yellow ends |
68004 undertook a repaint (Lancing?
1967) following accident damage before the adoption of blue /grey livery. |
|
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 livery version (darker blue with
orange electrification band across the cab front above the forward
observation lights (higher than
cantrail level but below the unit numbers). |
|
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) |
|
Notes |
|
|
#1 |
Renumbered by this time |
|
#2 |
1987 renumbering may have taken place at the same
time |
|
#3 |
Scrapped March 1994 following a collision with 4
CEP no. 1559 at Ramsgate on 6th December 1991. |
|
#4 |
Scrapped in preservation at Coventry 30th
November 2006. |
|
#5 |
Entered Selhurst Paint Shops 2nd March
1989 and part-way through paining into Royal Mail red. However, no.9002 was
outshopped on 30th May 1989 (also had a GO) in NSE livery
following the robbery near Merstham on 8th March 1989. |
|
MLV no.68010 at Dover
Western Docks on Tuesday, 24th July 1979. Also visible are 4 CEP
(Victoria Boat Train headcode 46) and 4 VEP units. Note platform 4 did not
have access around to Dover Marine due to the curvature that would have been
required. Margret Thatcher was
Prime Minister with Jimmy Carter US President; ‘Are “Friends”' Electric’ by Tubeway Army was sitting high in
the hit parade. © BloodandCustard |
BR TOPS
Under
the BR TOPS computer system, the MLV vehicles 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 nos.68001 & 68002 and
EX560.1B for the remainder.
The
MLV vehicles 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.
|
With
its buckeye already dropped ready for shunting onto the Quay (at Dover Marine
Station) over an unmanned public foot crossing by
a 08 /09 locomotive, MLV no.68002 and an unidentified TLV leave Victoria on the
rear of a boat train. © Dave Smith |
Trailer Luggage Vans (TLV)
(68201 – 68206)
On occasions
the amount of luggage carried on certain Boat Trains exceeded the capacity of
the MLV vehicles requiring the employment of two MLV vehicles. 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 Van (TLV). 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 led 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
no.68010 leading 2 HAP no.6087 at Waterloo East on Friday, 15th
August 1986 with the 06.43?hrs London Bridge (low level) to Charing Cross
(having previously arrived from Redhill – the 2 HAP providing additional
brake force). This was a Sundays-excepted positioning move where the three
would be attached to the front of the 07.00hrs Charing Cross to Ramsgate - on
this day it was 2 HAP + MLV + 4 CEP (rostered). At Ramsgate the 2 HAP &
MLV were detached thence off to the depot. © John Atkinson |
CED Parcels Traffic & Modifications
Further
decline in the amount of registered luggage traffic led to the increasing use
of MLV vehicles on parcels trains on the Central Division (CED); 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.
Two examples of van haulage commenced 2nd May 1977 with
the Mondays to Saturday 04.48 Victoria (16) to Redhill (mail) thence to London
Bridge (7) arr 06.06 and the Monday to Friday 21.15
Victoria (11) to Redhill via East Croydon with CCTs attached for Crewe &
Leeds (one each) thence return to Victoria (7) arr.22.58.
However,
a number of instances of overrunning signals and a
buffer stop collision at London Bridge (low level) on Thursday, 18th April
1985 led to the ‘blacking’ of the MLV vehicles by drivers. The problems
occurred when a defect in the braking system reduced its effectiveness so the MLV
vehicles 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 2 HAP units nos.6011 /6087 &
6103 being retained for this purpose beyond their planned withdrawal dates.
All
the MLV vehicles 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, Horsham, Littlehampton
and Bognor Regis.
AWS
The
MLV vehicles 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 |
68006 |
December
1985 |
|
68002 |
March
1984 |
68007 |
April
1984 |
|
68003 |
November
1984 |
68008 |
July
1986 |
|
68004 |
April
1985 |
68009 |
April
1984 |
|
68005 |
January
1986 |
68010 |
June
1985 |
|
Leading a
single ‘Jaffa-cake’ 4 CEP, MLV no.68010 departs from Tonbridge on Saturday 3rd
May 1986 with the 07.00hrs Charing Cross to Ramsgate via Dover Priory. © John Atkinson |
Incidents
|
Date |
|
|
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 number 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
no.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)
- no.9004
(former 68004). |
|
6th
December 1991 |
As a consequence of 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. |
|
Royal Mail liveried MLV no.9004 at Redhill on
17th June 1989. The Royal Mail MLV robbery near Merstham was 8th
March 1989 and this picture was taken just two days before no.9004 went back
into Selhurst Paint Shop on 19th June 1988 no.9004 having been
outshopped in red on 27th October 1988. © John Atkinson |
The ‘Great’ MLV Robbery
Due
to increasing use on mail trains, MLV numbers 9001 to 9005, 9007 & 9009
were allocated to the ‘Parcels Sector’ under the BR ‘sectorisation’ scheme and two
were repainted into Royal Mail red livery, the first no.9004 in October
1988 followed by no.9001 in February 1989. One side of no.9002 had been red
painted at Selhurst. However, no.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.
|
Led
by no.9006, two ‘Jaffa Cake’ MLV vehicles haul |
Renumbering & Further Livery
Changes
In
early 1986 some MLV vehicles began to be repainted into the new L&SE two-tone
brown livery (known as ‘Jaffa Cake’), nos.68001 /68003 /68005 /68006 /68007
/68008 /68009 & 68010 being so done.
Early
in 1987 the MLV vehicles were allocated unit numbers for the first time as
units nos.9001 ‑ 9010, the first two (9001 /9004) were
renumbered in February 1987, nos.9002 /9003 /9006 /9008 /9009 & 9010
following in March 1987 with nos.9005 & 9007 later after repair. Several (including
nos,9001 /9002 /9003 /9006 9008) also
had their bodyside numbers changed in error, these quickly reverted to 68xxx.
These unit numbers were applied low down over the forward observation lights
rather than high up in the centre as previously.
|
Due to the water-shortage,
grubby NSE-liveried MLV vehicles nos. 9001 (leading) & 9004 at Dover
Priory departing for Ramsgate with a single water tanker 60600 on Friday 22nd
February 1991. In the background a recently outshopped NSE-liveried 4 VEP can
be seen in the sidings along with an approaching 4 CEP in Priory Tunnel. © John Atkinson |
Network South-East
From
early 1989 (starting with no.9002) the MLV vehicles 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 MLV vehicles had hardly any diagrammed
work, most being used at various depots as shunting horses.
During water shortages in winter
1990-1991 a drought order led to BR using its own spring at Dover (possibly
near site of Hawksbury Street Junction signal box). Air-braked water tanks were
filled at Dover thence hauled by a pair of MLV vehicles to Ramsgate (and
Ashford?) for the carriage washers.
|
MLV
no.931094 (with either no.9003, 9007 or 9009) at Ramsgate 24th
April 1993. ©
Colin Price |
Into Decline
MLV
numbers 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 MLV numbers 9001 /9003 /9005 /9007 /9008 & 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 remaining MLV vehicles 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, nos.931092 (9002) and 931090 (9010) were renumbered at Ramsgate.
At
Slade Green no.931091 (9001) was numbered 091 and no.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.
|
MLV
nos
9002 & 9001 working on battery on the Folkestone Harbour pierhead. These were hauling 4 EPB unit no.5001 as part of ‘The
Emerald Water Witch’ railtour down the branch on a typically overcast Sunday,
29th December 1991. Two MLV vehicles hauling a passenger train makes this photograph is
exceptionally rare! © Colin Price |
In an attempt to
find further work for the MLV vehicles, a trial took place on 15th June
1992 with nos.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 MLV nos.9003 and 9009 (not renumbered) moved to Strawberry Hill
where they were overhauled for depot ‘horses’ and no.9003 painted in all‑over
rail blue whilst no.9009 retained the now defunct LSE ‘Jaffa Cake’
colours. Whilst at Strawberry Hill number no.9003 was also fitted with Sandite equipment, though this may never have been used.
|
Nos.931092 & 931090 sit unused at Ramsgate on Saturday,
24th April 1992. Note the red NSE clock just behind no.931090. © Colin Price |
Privatisation & Porterbrook
Despite
the MLV vehicles now seeing very little use, under the BR privatisation
arrangements all (except scrapped no.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
MLV vehicles with nos.931092 /931094 /931095 /931097 /931098 & 931010
running to Ashford, though not all were under power. These MLV vehicles
continued (with the addition of no.931091) from Ashford to Strawberry Hill on
24th June 1996 and all nine MLV vehicles were then subject to
inspection for possible use as ‘Sandite’ units on the
Merseyrail third rail system.
Late
in June 1996 all nine MLV vehicles were hauled from Strawberry Hill to
Bournemouth for further storage.
|
With
the leading ‘931’ painted out, a smartly-presented no.091 rests between its
duties as the depot shunting horse at Slade Green on Saturday, 26th
September 1992. © Colin Price |
MLV
Miscellany
(1)
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).
|
26th
September 1982 and MLV no.S68003 at Ashford on the 13.30hrs Charing Cross to
Ramsgate via Dover Priory service; this being the Sunday equivalent of the
weekday position move to return the MLV from its overnight Redhill workings. © Colin Price |
(2) London Bridge to Dover & Margate
(Mail
Train)
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 |
||
|
|
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 |
||
|
|
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 |
||
|
|
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. |
||
|
MLV
no.9010 hauling a bogie van through Tonbridge 17th June 1989 |
(3) Redhill to Tonbridge
An MLV was diagrammed for overnight mail trains between London
Bridge and Ashford. On occasions these trains were diverted via Redhill (instead
of Sevenoaks) because of engineering possessions with locomotive assistance
being booked between the Redhill and Tonbridge - then a non-electrified section
of railway.
Over there years there have been a number of
unsubstantiated claims seeking to suggest there were occasions when the MLV had
run between Redhill and Tonbridge using only its traction batteries following a
lack of available locomotive from Redhill; usually a class 33 was rostered to
loco-haul the train across from Redhill to Tonbridge.
The railway line from Redhill to Tonbridge is essentially on a
falling gradient much of which is steeper than 1 in 300. However, there are a number of sections that are not - starting with the slow-start
climb out of Redhill. There are more 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.
Most nights between Redhill and Tonbridge only Edenbridge signal
box would have been manned (if at all) and for any failed train the walk to the
nearest signal-post telephone could be lengthy (following placement of
protection behind a failed train).
The ‘connivance’ of Tonbridge signal box would have needed to
provide a clear run into Tonbridge as well. Furthermore, the operating
department would not want to risk needing to recover a stranded train let alone
a mail train; train crew would have a lot of explaining to do as well!
During the 1980s many of the MLV vehicles struggled to undertake
more than a few shunting moves (if any) before the 200v batteries flattened, so
even a solo MLV working across nearly twenty-miles between Redhill and
Tonbridge would appear highly improbable.
That these diverted
workings left London Bridge on the ‘juice (being met by a locomotive at Redhill)
may have given the impression of batteries being used to those watching its
London departure!
However, if any reader can provide robust confirmation to the
contrary, BloodandCustard would be most interested.
Thanks go Clive Standen
and C. Watts.
|
No.931090
at Ramsgate depot yard Saturday 24th April 1993. ©
Colin Price |
Sale and Disposal
Around
June 1998 MLV no.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 no.5759.
MLV
number 931092 was restored to use (circa September 1998) for use as a depot
shunter at Bournemouth.
Six
further MLV vehicles 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.
MLV
nos.68003 & 68004 went to the Mid Norfolk Railway at Wymondham arriving 17th
March 2000 and 15th March 2000 respectively, nos.68005 & 68008
to the Suburban Electric Railway Association at Coventry and 68009 & 68010
to the Colne Valley Railway at Castle Hedingham. No.68007
was later sold to the Bullied Electric Preservation, joining nos.68005 &
68008 at Coventry.
|
In
Blood and Custard livery, preserved MLV no.68010 at |
MLV Preservation Notes
The MLV preservation notes are as follows (correct to 2012).
|
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) |
|
Returned to original
green livery with whistles and original style roller-blinds, no.S68001 ‘returned
home’ to Ramsgate depot for the Open Day on 8th June 2019. Note the original
orange handrails and unofficial ‘handbrake-on’ indication of a shoe paddle
having been visibly placed in the secondman’s observation light. After the Open Day had
finished, S68001 was shunted under its own power in the yard ready to be
hauled back to Southall (with S68002) behind Crompton 33025. The
MLV has been subtly updated to meet current safety & NRIL specifications
(for example the addition of a high intensity headlamp). ©
John Atkinson |
|
Unit |
Preservation notes correct to 2012 |
|
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 3rd /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 in 1994. |
|
68007 |
Scrapped
in 2006, S68007 was 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).
In 2012 being restored, painted green with full yellow ends. However, by 2018
it was in CLC livery. |
|
Overhauled
and repainted in NSE livery no.9002 on display at Ramsgate depot’s Open Day
on Saturday, 8th June 2019. Note the prominent vacuum hose connection
and later-style roller blind (these included two red blanks in lieu of a tail
lamp). ©
John Atkinson |
|
Thanks go to research author John Atkinson,
webpage author, editorial and additional information from C.Watts,
contributions from Tony Francis along with the many photographers listed
below their images. |
MLV in
Model Form
Until
2012 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 long out of production.
Replica Railways had 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 units, Bachmann released its MLV during July 2012 (initially in three versions catalogue
nos.31-265, 266 & 267) before further versions were produced:
|
Type AF (Phase 1) |
||
|
68001 |
BR(S) all-over Green
with whistles |
(Catalogue number 31-265) |
|
68002 |
BR(S) all-over Green
with whistles |
(Catalogue number 31-265A) |
|
Type AF-1A (Phase 2) |
||
|
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) |
|
68006 |
BR(S) Green with yellow
warning panel & two-tone horns |
(Catalogue number 31-266) |
|
68008 |
London & South East Sector 1 ‘Jaffa Cake’ Livery |
(Catalogue number 31-269) |
|
68008 |
BR corporate Blue /Grey |
(Catalogue number 31-267A) |
|
68009 |
BR corporate Blue /Grey |
(Catalogue number 31-267) |
A comprehensive review of
these models has been taken by the Southern Electric Group.
Unfortunately, some of
the green versions appear to suffer from visible white glue around the sidelight
apertures; a quality-control problem not often found on blue /grey models where
the sidelight glazing surrounds are painted black.
ALL TEXT AND 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 & 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 &
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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 &
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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 &
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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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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
& 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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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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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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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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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
& 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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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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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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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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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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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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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
& 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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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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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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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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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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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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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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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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