Am I correct that the same system also allowed both vacuum- and air-braked vehicles in the same train, as long as there was a translator (a locomotive) between the two parts?
Yes and no.
Yes because it was the original intent and some vehicles were fitted, but no because it was never introduced to fleet service.
The only vehicles fitted with the appropriate EP-(air)-vac translator gear were the first two MLVs 'phase 1' 68001 and 68002, and the six JA EDLs E6001-E6006 (later 73001-73006). The other 8 MLV although vacuum brake fitted for towing vans, did not have the translator kit, nor did the JBs. I do not know how long the translation kit remained in place, or even if it was removed.
EP+vac working was tested out, there were 4Cep+MLV+'3set' test trains, the 3set being not Mk.1 but a Bullied BSK-CK-BSK set. AIUI it all worked, in the technical sense, but the way things went there was - like EMU+DEMU - no serious operational need for such working, and mixed part-AB/part-VB on on train has to my knowledge never been approved for normal passenger operation.
The first iteration of the Bournemouth line electrification rolling stock
plan - before authorisation - included a significant number of vacuum braked sets of loose loco hauled Mk.1 that with an appropriate number of translation vehicles - probably, at that time, intended to be all the designated Bomo line 73s batch. There were no 74s in the project plan then, and as the working would be 4/6/8car EMU + EDL + stock, you'd not want anything as powerful as a 74. But there was a
significant amount of LH stock involved as the Bomo line project at that time included all the Southampton boat train sets. I assume as they really did pare down the project to save costs, they moved away from this idea.
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Nick
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In the mid-1980s there was a similar working in the evening peak in the opposite direction, with the diesel at the front. If I remember rightly from occasionally seeing it, I think it was a 12-coach formation including two 4-VEPs.
There were such dual powered working on the combined Salisbury and Bournemouth line from 1966/1967 start of Bomo electric working right through to (?) May 1989 (?) I think that was the date.
None of these workings were anything to do with stock shortages. They were deliberate permanent diagrams.
The precise combination of EMU - Cig / Vep / Hap with one or 2 TC and position of diesel in the train varied over years from timetable to timetable. There was minimum of one SX train each way that had a Salisbury diesel portion attaching / detaching EMU at Basingstoke, but the exact train and where the EMU was to/from varied, as did the diesel as I think it was a Gillingham train at one time. There was also at least one timetable that had 2 SX trains both ways.
There was also a summer SO Swanage line working that had mixed diesel + EMU working. This also varied by year, and, believe it or not, was part of the same stock workings as the Salisbury line.
........
I found the Swanage working for summer 1967 :
09:55 Waterloo-Swanage train was leading from Waterloo 33+4TC+3TC+4Vep, detaching 4Vep at Bournemouth; 09:55 was formed off 07:55 Salisbury-Waterloo 33 push 8TC attach EMU at - IIRC in
this timetable - Waterloo but I might be wrong on that.
from 10:47 ex-Swanage was 33 push 8TC to Bournemouth and forward 2Hap+73+8TC
formed in that order to Waterloo. The 73 has to be coupled to the TC to light it.
There is some confusion in contemporary reports about these being 8TC or 7TC, anyway that does not detract from the interest.
For reference in the same timetable, 08:55/11:55 Waterloo Swanage/Weymouth and whatever the equivalent Up trains were more 'normal' Rep/TC for 33 push pull trains, 4TC to each, all attachments / detachments at Bomo; 10:55 ex-Waterloo was 2x33 hauled stock.
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Nick
