Network SouthEast Railway Society

Background

It was as far back as 2001 that Neil Bird, financier and project director, became determined to rescue a Cig for posterity. The idea was born of a long term familiarity with these unsung workhorses of the South Coast and the growing realisation that, ubiquitous and immutable as they seemed, there years were now severely numbered.

Amongst a list of favourites, increasing familiarity with these units plus a certain amount of research (not easy - very little was available to educate the uninitiated) gradually honed the required specification to much refined parameters. Firstly it had to be a Phase 1 - the initial batch of much plusher units, with deep, sprung seats (reclining in first class) with armrests both sides and an aisle side headrest, and built in lamps beneath the luggage racks along the length of the coach. And then secondly, following extensive enquiries to validate the initial preference, it was decided that it must be one of those units treated to asbestos strip at Wolverton rather than Eastleigh - thus retaining the original blue Formica throughout.

This last narrowed things down significantly, since only a mere handful of units were diverted to Wolverton Works. Additionally - after further probings - it appeared that only two of these units retained a matching trailer, the others having acquired substitute phase 2 trailers. So this left a final choice - 1752 or 1753! At that time the former was in much better condition, but 1753 had always been a favourite of Neil's, its ultimate selection was firmly clinched when yet more enquiries revealed that it was still in its original formation, whereas 1752 was not. And so by 2002, 1753 was earmarked for preservation.

Buying a Cig

Angel Trains, the owners of the unit, were contacted at this stage and a good relationship established with their disposals personage - as well as the daunting knowledge that the price was £10,000! Also, as it was a Phase 1, there were considerable implications concerning possible residual blue asbestos contamination (especially as at this stage, no units had been scrapped to prove the efficiency of BR's "cleaning" operation either way). This imposed an increasingly stringent and rigid set of restrictions, but the initial requirement was to either set up a limited company, or join forces with an existing one.

Various approaches were made to a number of established preservation societies, none of whom were interested in the prospect of supporting a Cig - albeit fully financed. However, contact was made with a relatively new group of little more than a years standing: the Network SouthEast Railway Society. It transpired that a limited company had been registered with just our purposes in mind and the then chairman was keen to welcome Neil to the fold with the prospect of preserving a Cig. The NSE era being one we remember well, this seemed appropriate enough (although, before anyone jumps to conclusions, that does not necessarily mean that 1753 will perforce end up wearing NSE colours!).

First problem seemingly solved, the next item on the agenda was to endeavour to find a suitable home for a Cig - Not easy! Preservation societies do not tend to favour air braked stock owing to loco compatibility problems, plus there was the concern of damage to the unit from misuse or overuse; not to mention the costs involved in operation and the provision of spares. There was also a question of distance, ideally not to far from the south east. Railways in this area seemed to be overwhelmed with stored stock.

Of only two railways discovered that were willing to take a Cig, both specified potential contracts that were vastly to their advantage - and potentially financially crippling from our point of view. Both were situated in significantly wet parts of the country - hardly conducive to effective preservation with outside storage, and neither was anywhere near the south east. Alternative options would have to be sought.

To cut an exceedingly long story reasonably short, 1753 happened to be one of the earlier withdrawals (February 2004) and as soon as news of its imminent operational demise, Angel Trains' 'phone was avidly ringing! Thus we embarked upon a protracted process, hindered by an increasingly complex array of legalities attached to contractual requirements of sale which became ever more impossible to surmount. On two or three occasions everything pointed to defeat and we were on the brink of seeing all our efforts wasted. Towards the end of the process it seemed that there was no way of meeting the stipulations.

Amazingly, at the eleventh hour, it all fell into place. An affiliation with an approved preservation society (albeit not railway related) was secured and the ultimate hurdle of storage was overcome. It had seemed that the latter, with rebuffs from every type of site and landowner would end up as the deciding factor that would see 1753 join her sisters in the scrapyard, but mercifully this was averted.

Meanwhile 1753 had spent 10 months hidden away in open storage at MOD Shoeburyness amid the ever expanding ranks of withdrawn Cigs and Veps. Finally, after nigh on a year out of service, it parted company with the rails for the first time in its four decades of existence and was road-hauled to its new storage site on an industrial estate in East Anglia.

And they told us buying it was the easy bit!

Preservation Prospects

1753 was purchased for preservation with the primary objective of endeavouring to secure a safe and, hopefully, assured future for at least one example of Southern Region 1963 stock (eg Cig/Big/Vep). Therefore a representative unit was selected that was as close to original condition as possible - this ensured that it was easier to represent any era encompassed by its period of operation. In order not to compromise the authenticity of the unit or dilute its historical integrity it was decided at an early stage not to risk modifications or simply wear it out by using it regularly as hauled stock. Unfortunately this has resulted in storage away from railway premises - by force of circumstance rather than choice.

The overriding consideration at the present time is conservation and preventative maintenance, whilst consolidating a supporting team and pursuing an active presence in preservation circles to further our future prospects. Meanwhile all coaches are stored sheeted, which protects the exterior from the elements and keeps the interior free from condensation and UV damage. This strategy has been successful, with the exception of encountering a moth infestation in the moquette - a common problem with older stock, and one which probably developed unchecked during 1753's year at Shoeburyess. Following brushing, vacuuming and extensive spraying throughout the train, the problem is under control and routine spraying should prevent a recurrence.

The ultimate aim for the unit is openly ambitious - to restore it to operational condition on the third rail. Far fetched it may seem, but we believe a positive, forward thinking approach is the only way to overcome the prejudices that exist towards the idea of a third rail supply in preservation and we will strive to overcome this defeatist outlook. Other seemingly unthinkable ventures have come to fruition and now reached maturity - preserved locos on the main line, trams and trolleybuses running under the wires at Crich, Carlrton Colville and Sandtoft, 1938 tube stock restored to operational condition and running on the Underground - not to mention the continued existence of the venerable Volks Electric Railway, running along the beach at Brighton. We will continue to draw inspiration from achievements such as these and continue to be mindful of the fact that had we had any defeatist inclinations from the outset, 1753 would no longer exist!

Nonetheless, we do have to be realistic and accept that operation is a long-term goal - and one in which we cannot guarantee success. Failing that, another aim is to allot 1753 to a suitable museum project. As it stands, the Southern Electric system has little recognition in museum terms - considering its scale, situation and the vast quantities of passengers carried over the years this seems almost unbelievable, yet the unostentatious efficiency and lack of glamour associated with multiple unit electric traction must account for this, along with the fact that by their very nature, units are more difficult to accommodate than locos. As a complete unit in original formation, 1753 would be an ideal candidate for any collection aiming to redress the balance.

Attending to practical matters, we have not neglected the question of spares or 1753. We have been fortunate in being able to amass a quantity of varied items, from seating to arc chute, light fittings, wooden trim, contactors, a motor-generator and even a spare motor bogie. Much of this was consequent upon us negotiating purchase of remaining spares at Brighton Lover's Walk Depot and our gratitude goes to the staff there who took so much trouble to be helpful. We are also indebted to staff at Fratton Depot, who saved various special tools and drawings - not to mention permitting us to raid their skips! Secure storage is rented away from 1753 to house these spares undercover and our next task is to arrange and catalogue them. The existence of these spares, along with tools and technical information will significantly assist us in promoting 1753 as a viable operational proposition.

Daunting hurdles lie ahead - yet hopefully not insurmountable. We will continue to consolidate our position within the emerging electric preservation movement and we trust we will win friends along the way as fellow electric traction preservation enthusiasts are persuaded that it is only through cooperation that the movement as a whole will achieve the recognition it deserves. Please support us.