Don't know, but the only place they ever regularly worked off the third rail was Dover/Folkestone and in those days Dover had a diesel shunter or two for ferry traffic so a rescue operation wouldn't have been too difficult.
Yes sometimes, in which case either a shunter (if present) or loco would need to haul them back on the juice.
It was the Vulcan Vantrain on 15/03/86:I do remember being on a rail tour where a pair hauled half a train (vacuum braked) from Ashford on a loop via Deal. The other half went to Folkestone harbour (far end platform) before swapping. The train formation was rather odd when they rejoined it as half had been turned. I think they could haul vacuum braked stock on batteries (but not that far)
they would trundle down to redhill yard from victoria probably a quick shunt at croydon mail dockWhere exactly did they go off the juice? Both Folkestone Harbour and Dover Western Docks were electrified. Something that has always puzzled me with the battery capabilities of these.
I seem to recall seeing such vehicles on the Ormskirk line in the 1950s; I think they might have been part of the build of slam-door stock from the 1920s (the "Lindberghs"). They could have been used to deliver bales of newspapers for collection by newsagents.
We had a M.L.V. turn on nights, I had been to London Bridge via Redhill P.O. dock & back to Redhill. I was carrying urgent stuff for Tonbridge, the TCS asked me if I knew the road to Tonbridge and I agreed to take the train to Tonbridge on Battery conditions and return to Redhill, where I continued my journey on to Chichester via Horsham and back to Brighton. A good nights work.
Several different sources state that an overnight mail train from London Bridge to Ashford was diagrammed for a MLV and this was diverted regularly via Redhill due to engineers possessions. When so routed it was booked to have loco assistance from Redhill to Tonbridge, but on a few occasions when there was no loco available it had run from Redhill to Tonbridge using the traction battery supply. This required the co-operation of the local signalmen as a signal stop at Godstone, Edenbridge, Penshurst or outside Tonbridge would almost certainly mean the train would be unable to restart again, and a clear run was essential. These must have been the longest runs attempted on battery power, this line being virtually flat.
i was at redhill man and boy from around 1971 to 1994 except 3 and a bit years from 76 to about 80 as a driver at coulsdon north and never heard off an mlv trying to go down the tonbridgeHi,
There are many references to a MLV working between Redhill and Tonbridge prior to electrification. However, these seem to be met with scepticism. What appears to be first hand mention from a driver is in this article:
There's another reference to it here: https://sremg.org.uk/emu/class419.shtml
This highlights that Redhill <--> Tonbridge was on the limit of what the batteries could manage and any red signals could be a problem.
Sadly I can't find any photos of a MLV operating on this route.