4 Cig unit 1753

Part 1: The 4 Cigs - An Overview

Design

In terms of appearance the Cigs were a tidied up version of the Ceps built from 1956 for the Kent Coast Electrification. Both Cigs and Ceps were based on the standard BR Mk1 coach design, with separate under frame supporting an all-steel body, but the Cigs featured fiberglass cab ends giving a more modern appearance and a different internal layout. More importantly they broke with tradition in having all of the traction equipment under one central motor coach, as opposed to shared between the driving vehicles. They also rode on the latest B5S trailer bogies although the phase 1 units retained Mk4 leaf-sprung motor bogies. The Bigs were identical but with the trailer car replaced with a buffet.

Formation was:

4 Cigs were equipped with 1963 electrical equipment, based on the 1957 equipment on the Ceps, but with less duplication of items due to the single motor coach. They had the standard 27 way multiple unit jumper connection allowing them to work with any post 1951 SR EMU.

1753 kicking up the snow at Redhill - NSERS Collection

Traction

Traction motors were 4 English Electric type 507, each of 250hp and axle hung. Power was controlled by a hydraulic cam shaft arrangement which operated contactors for switching in and out the resistance grids, also for series/parallel and weak field. The driver's controller was combined with the Driver's Safety Device (DSD - "Dead Man's Handle") and had, apart from off, four positions:

In normal operation, the position of the controller would effectively set a maximum that the cam shaft could run up to, with each stage dictated by the speed of the unit.

Braking

Normal braking was by electro-pneumatic operation, with the brake cylinders supplied from a continuously charged main reservoir pipe via an electrically controlled application valve on each car. Combined with this was a holding valve for releasing the brakes and the triple valve, which admits air to the brake cylinders on reduction of pressure in the brake pipe. Normally, the fast acting and self-lapping EP brake would be used. The driver's brake valve could be moved between run and release (0 PSI) and full service (50 PSI) at will, with a rapid effect on braking throughout the train due to the instantaneous nature of the EP system. An "EP-Auto" switch allowed the use of the automatic brake. This brake vented the brake pipe via the driver's brake valve, thereby operating the triple valves on each car. The slow-moving nature of air meant a delay in applying and releasing the brake, particularly with a long train. Also it was not possible to partially release the brake. The auto brake was retained simply because it was fail safe. If the train divided, the brake pipe would vent and apply the brakes. Passenger alarm cords, the DSD and the Guard's emergency valve also functioned in this way.

Auxiliaries

All control systems and also lighting was fed at 70 volts DC, supplied from a motor-generator mounted under the motor coach. This ran continuously as long as the unit was cut in. The compressor was also mounted under the motor coach and supplied at line voltage via the compressor contactor. This was in turn operated at 70 volts by the compressor governor, which would cut the compressor in as pressure dropped below a pre-determined level. The compressor would only run if a cab was "active", meaning that units could "go flat" if left at a terminal for some time. Heating was at line voltage, direct from the third rail supply.

A unique feature of the phase 1 units was their electric parking brake. This acted on the motor coach and was wound on and off by a small motor. Operation was via a switch in each cab, but if power was unavailable it could be operated by winding a dynamo in the brake van. Never particularly successful, phase 2 units (and the Veps, Reps and TCs) reverted to the conventional "screw down" parking brake.

Interior

The interior of the phase 1 units was similar to that of the later batches mark 1 loco-hauled stock. Second Class saloon areas had two a side seating, with deep cushions. "Wings" and armrests were provided at the outer edges of each pair. Moquette was the then widely used Trojan pattern. Wall mounted trinket trays were provided for all seats other than those at door ways, as were clips for attaching a full size table. Side paneling was deep blue laminate, with painted wooden surrounds to the (double glazed) windows. Curtains were fitted and the track covered by a polished wooden valance running the length of each saloon. Luggage racks were provided above the windows and on bulkheads and draft screens, those above the windows incorporating shoulder lights. Main lighting was by 65 volt tungsten lamps in the ceiling - these were closer to the center line than in the preceding Ceps, where it was found they were easily broken by passengers attempting to place items in the luggage racks.

The second class compartment seated four each side and was similar to the saloon. First class compartments had three seats per side, which had fixed armrests and had a recline function.

Phase two units differed by having much shallower cushions throughout, no wings or shoulder lights in saloons and a different colour scheme. First Class passengers gained folding armrests, but lost the reclining seats.

Initial Liveries

Phase one units were among the last vehicles delivered in green, with small yellow warning panels within the end gangways. Phase two units were delivered in blue and grey with full yellow ends.

Changes

All phase 1 units had asbestos insulation removed in the late 1980s. They were later refurbished with new ceilings incorporating fluorescent lighting, public address and new moquette. Most units lost their original blue paneling and wooden valences, these being replaced by cream paneling and stainless steel valancing. Only the eight (of which 1753 is one) completed at Wolverton retained these features.

A number of the South Western Division's Phase 2 units were later modified with a second stage of weak field, achieved by way of a shunt. This was designed to improve performance for the tightened schedules on the Portsmouth Direct Line. They were distinguished by being renumbered in the 13XX series and in a nod to the LSWR, were christened "Greyhounds" after Dugald Drummond's T9 class steam locos.

Phase 1 Bigs became Cigs through reformations, allowing all Big units to have better riding Mk6 Motor Bogies of the Phase 2s. Some units were re-bogied using the Mk6 bogies from withdrawn Reps. These, and several others also had there electric parking brake replaced with a conventional one. The withdrawal of buffet services under Connex resulted in some Bigs loosing their buffet car to become 3 Cops. First Class was also removed and the units (theoretically) dedicated to Coastway services. Some later returned to 4 car formation with the addition of trailers from withdrawn phase 1 Cigs. Other Bigs that did not become Cops were leased by South West Trains and had their buffet replaced with a Cep trailer.

Through the years, the Cigs have worn several liveries, these being BR green, BR blue (briefly), blue and grey, "Jaffa Cake", Network SouthEast (both versions), and the privatised liveries of Connex (also their grey undercoat), South West Trains and Southern. No phase 1 units ever worked for South West Trains.

The End

Apart from accident victims, all three Southern Region TOC's fleets survived almost intact until the beginning of mass withdrawals during 2004. Although South West Trains was the first to dispense with slam door units entirely (apart from the Lymington branch), South Eastern was the first to lose their Cigs, ironically replaced by older Ceps transferred from SWT. The final Cigs in main line service were 1805 and 1866, both with Southern. These survived right up until the last day of slam door operation, Saturday 26 November 2005, although the last train was formed 12 Vep.

After withdrawal, many units were stored at MOD Pig's Bay, whilst others went directly to various scrap yards. Most of those stored have since been scrapped also. Some units have survived into preservation - these are listed below:

 
Other odd vehicles survive, but these are the only units in preservation, however South West Trains retains two units for the Lymington Branch, now marketed as the Heritage Line. Both units are fitted with central door locking and are painted in heritage liveries, 1497 in Blue and Grey and 1498 in Green. This is now the only opportunity to sample these workhorses of the Southern under their own power.

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