After the introduction of the Kent Coast electrification scheme, the Southern Region were keen to use electric multiple unit formations on London-Dover boat trains, but if CEP/BEP stock was used, luggage accommodation would be limited. It was therefore decided to construct two single coach motor luggage vans (MLV), which were basically motorised BG (Brake Gangwayed) vehicles with driving controls at both ends. Each van had two luggage compartments with a small guard's position. Traction equipment consisted of two 275hp traction motors, and the vehicles were compatible with all post 1951, 1957, 1963 and 1966 built electric multiple units. A special fitting on MLVs enabled them to operate off the electrified area, gaining power for traction from on-board traction batteries. This proved especially useful if vehicles were required to operate to loading points at docks or quays which were not electrified.
In addition to traction batteries, a vacuum exhauster was provided enabling the cars to haul a 100 ton trailing load of vacuum-fitted stock. The two MLVs were numbered 68001-2, and emerged in 1958. When the second phase of the Kent Coast electrification scheme was underway, which included the lines to Folkestone, a further eight MLVs were constructed to the same design, and numbered 68003-10.
By the summer of 1963, it was found that such was the luggage loadings on boat trains that just one van was insufficient, and so to overcome the problem a number of trains operated with two MLVs. As there were only 10 luggage vans, when doubling up was required an acute shortage of vehicles occurred. This resulted in the introduction of six trailer luggage vans (TLV), Nos. 68201-6, during 1968. These were conventional BG vehicles, wired for electric multiple unit operation and fitted with EP brake equipment. The corridor ends were retained but sealed out of use, conversion work being carried out at Selhurst.
Following the general decline in the transportation of luggage on dock routes, the TLVs were taken out of service in 1975 and stored. They later saw use as match wagons for the transferring of new REP/TC trailer vehicles from York Works to the Southern Region, and were then transferred to departmental stock as 'en-part' vehicles.
The MLVs remained in use until the opening of the Channel Tunnel in the mid-1990s and the rationalisation of boat trains between London and Folkestone Harbour.