Former Lymington Branch 4CIG for Sale

[YorkshireBear]

Of the two units that were left, i believe one was in BR Green and went to the Epping and Ongar Railway and the other was in BR Blue and is now at Clapham Junction depot.

The one at the Epping and Ongar railway is now for sale despite its recent purchase as it has been decided it is no part of the railways plans. What real chance of a future is there for this unit? Or is it likely to sit in a siding and remain unused for a significant period?

 

[fgwrich]

Of the two units that were left, i believe one was in BR Green and went to the Epping and Ongar Railway and the other was in BR Blue and is now at Clapham Junction depot.

The one at the Epping and Ongar railway is now for sale despite its recent purchase as it has been decided it is no part of the railways plans. What real chance of a future is there for this unit? Or is it likely to sit in a siding and remain unused for a significant period?

Not quite YorkshireBear, as of the two CIGs that worked the Lymington 'Flyer', South West Trains painted one in BR Green (1498) - Named Faringford and the other in BR Blue/Grey (1497)- named Freshwater. 'Freshwater' was brought by a consortium who have since preserved it on the Mid Norfolk Railway, whilst 'Faringford' (which was the last to be sold) was sold onto the EOR who after bringing the Thumper back into traffic feel the requirement for it has gone. Both were shortened by South West Trains to 3 Car during their repaints.

As for their futures, I do find how Southern EMU preservation seems to be far and few these days, there's now very few CIGs preserved with only 1 remaining as a true 4 car, The Bluebell seems to have virtually no interest in 3417s future (although I never rated VEPs), There are a handful of CEPs around although two of them are up in Cumbria, and 1 VOP left - although this is now minus motor coach as that has unfortunately succumbed to the Brighton Belle project - which has sadly taken a fair share of Southern EMUs.

 

[yorksrob]

Well, no one seems to be able to run them anywhere. Rail enthusiasts can't use them - no doubt not for lack of demand. They seem to be more in demand for their parts from certain quarters.

Ideally they could team this one up with the VEP and run railtours. Not holding my breath though.

Welcome to the 21st century.

 

[YorkshireBear]

My personal interest is i have never been on any southern slam door stock of any kind and really want to!

 

[yorksrob]

My personal interest is i have never been on any southern slam door stock of any kind and really want to!

I would recommend a ride on the thumper when it comes back out to play

 

[YorkshireBear]

I would recommend a ride on the thumper when it comes back out to play

A friend has suggested that as a matter of urgency, i believe the EOR has one?

 

[yorksrob]

A friend has suggested that as a matter of urgency, i believe the EOR has one?

It does indeed. I've traveled on that particular one several times, although not since it's autumn years on the Marshlink.

 

[B&W]

Well, no one seems to be able to run them anywhere. Rail enthusiasts can't use them - no doubt not for lack of demand. They seem to be more in demand for their parts from certain quarters.

Ideally they could team this one up with the VEP and run railtours. Not holding my breath though.

Welcome to the 21st century.

Not true - the MNR uses the CIG with 73210 in push pull mode The BIG Buffet car I have will be going into this unit when restored, this will recreate a Capital Coast Express unit, ie Phase 2 CIG with Phase 1 Buffet coach. The Buffet was asbestos stripped at Eastleigh so retained its wood veneers etc so we are taking out the strip lights and putting back the filament lighting with 60s moquette to show the difference between a phase 1 and phase 2 unit.
On EMU Mk1 based coaches the gutters leak and rot the wood backing under the wall panels. This then means the head pads and seats rot out as well. The EOR CIG is far worse than the MNR one in my opinion, it was rotting away in its Lymington days, which is why we went for the Blue/Grey unit.

We have NO intention of running on the main line unless one of us wins the lottery.

 

[zn1]

why they dont want it i dont know...the CIG is essentially a 3 mk1's, it should be treated as a fixed formation mk1 rake...these Mk1s are still a good commodity, personally id take the motors out. get some money for em and use that for essential repairs..But leave the MG set in for future use.

Forget what they are..treat em as fixed formation mk1 set..simple

there is a railway who is desperate for some MK1's which mechanically are sound and only need some minor body and internal casualty repair work doing, for somewhere like NVR etc childs play...

seeing an 8DIG reformed(422/0 sub class) 4 units - ...they were nothing special...they were maintained to the BIG mainteneance cycle, which also meant an 6 weekly steam cleaning of the BIG...they were supposed to stay on Fast Brightons, did everything but some weeks...all we did to them was clean up nice, lob a few decals on the side, some curtains and make em semi-perm coupled, they could be broken apart in emergency only...to be reformed back at BI at earliest opportunity.

south central couldnt do a brighton belle - which was the idea in the first place...a premier service to the smoke and return etc...so this was the next best...

in My opinion the 319 Connex express's with the internal 319 rebuild was a significant improvement on capital coast express...I mean what a stupid name...it was when south central introduced the gimmick

 

[YorkshireBear]

I agree, could provide very useful for fledgling railways which can only support 3 coaches in services. Or just some of the smaller ones, hopefully it will be sold to someone who can make use of it.

 

[yorksrob]

in My opinion the 319 Connex express's with the internal 319 rebuild was a significant improvement on capital coast express...I mean what a stupid name...it was when south central introduced the gimmick

Beats me how anyone can consider a bog standard suburban unit (which is what a 319 is, however much you tart it up), a more comfortable travelling experience than a CIG.

Also, it went from the capital to the coast and only stopped at East Croydon, so "Capital Coast Express" seems a pretty fitting name to me.

 

[E50019]

Quite simply not enough of a market, they are too non standard/difficult to fit with existing fleets. They are air braked, can they be heated easily, do the lights work from batteries?

Can't see how you can call these Mk1 coaches, in a fixed rake, summer use only with a diesel hauling them, not exactly what most railways want, cant strengthen a train with them or add more mk1 coaches to it.

No vac brakes, no steam heating, thus at least 90% of heritage railways are not interested. and as such wont attract the visitors hence while they are not popular. The brighton belle will be popular and these coaches have helped that to proceed.

There is a 4TC at Butterley slowly rotting away, will that ever see use?

 

[madannie77]

Well, no one seems to be able to run them anywhere. Rail enthusiasts can't use them - no doubt not for lack of demand. They seem to be more in demand for their parts from certain quarters.

Welcome to the 21st century.

The Eden Valley Railway has run a 4-CEP with two MLVs on battery power in the past, and will do so again when new batteries have been sourced to enable the MLVs to cover the extra mile on each round trip since the extension opened last year.

 

[yorksrob]

Not true - the MNR uses the CIG with 73210 in push pull mode The BIG Buffet car I have will be going into this unit when restored, this will recreate a Capital Coast Express unit, ie Phase 2 CIG with Phase 1 Buffet coach. The Buffet was asbestos stripped at Eastleigh so retained its wood veneers etc so we are taking out the strip lights and putting back the filament lighting with 60s moquette to show the difference between a phase 1 and phase 2 unit.
On EMU Mk1 based coaches the gutters leak and rot the wood backing under the wall panels. This then means the head pads and seats rot out as well. The EOR CIG is far worse than the MNR one in my opinion, it was rotting away in its Lymington days, which is why we went for the Blue/Grey unit.

We have NO intention of running on the main line unless one of us wins the lottery.

I was talking more about main line railtours, but yours sounds worth visiting for the phase 1 CIG buffet car in itself !

I rate the phase 1 CIG's in particular much more than the CEP's.

Quite simply not enough of a market, they are too non standard/difficult to fit with existing fleets. They are air braked, can they be heated easily, do the lights work from batteries?

Can't see how you can call these Mk1 coaches, in a fixed rake, summer use only with a diesel hauling them, not exactly what most railways want, cant strengthen a train with them or add more mk1 coaches to it.

No vac brakes, no steam heating, thus at least 90% of heritage railways are not interested. and as such wont attract the visitors hence while they are not popular. The brighton belle will be popular and these coaches have helped that to proceed.

There is a 4TC at Butterley slowly rotting away, will that ever see use?

Well, they IMO they need to be on the main line to truly come alive.

The fact remains, we've had a VEP looked after to main line standards for several years. Had it been allowed to do the odd railtour (in the same way the 2BIL and 4SUB used to do on BR) it would doubtless attract plenty of takers.

Hysterical health and safety lunacy has prevented this.

Sadly radio/signalling developments mean that this window of opportunity is closing anyway.

The Eden Valley Railway has run a 4-CEP with two MLVs on battery power in the past, and will do so again when new batteries have been sourced to enable the MLVs to cover the extra mile on each round trip since the extension opened last year.

I've been meaning to take a trip there for a while. Is it walkable from Appleby station ?

 

[Chris125]

Forget what they are..treat em as fixed formation mk1 set..simple

A fixed formation set on a railway with minimal siding space that can't be heated by either steam or modern traction, isn't fitted with vacuum braking, and seemingly in poor condition too.

The sad reality for mk1 EMUs is that they offer little difference in travelling experience to their loco-hauled equivalents away from the mainline, but come with restrictions on what can pull them and at what time of year.

Chris

 

[Fincra5]

I'll buy it for Southern (lottery win dependent) ... then run it on Hove or Lewes Shuttles. 313's keep failing everywhere so its a win win

Wonder how much the actual price is.

 

[341o2]

Not quite YorkshireBear, as of the two CIGs that worked the Lymington 'Flyer', South West Trains painted one in BR Green (1498) - Named Faringford and the other in BR Blue/Grey (1497)- named Freshwater. 'Freshwater' was brought by a consortium who have since preserved it on the Mid Norfolk Railway, whilst 'Faringford' (which was the last to be sold) was sold onto the EOR who after bringing the Thumper back into traffic feel the requirement for it has gone. Both were shortened by South West Trains to 3 Car during their repaints.

As for their futures, I do find how Southern EMU preservation seems to be far and few these days, there's now very few CIGs preserved with only 1 remaining as a true 4 car, The Bluebell seems to have virtually no interest in 3417s future (although I never rated VEPs), There are a handful of CEPs around although two of them are up in Cumbria, and 1 VOP left - although this is now minus motor coach as that has unfortunately succumbed to the Brighton Belle project - which has sadly taken a fair share of Southern EMUs.

Can I clarify a few points. The same typo regarding Farringford only having one "r" appears on the official "Farewell to Slam Door train operation on Lymington branch " poster.

the "Lymington flyer" I believe to be an unofficial nickname for the train, just as the branch tended to have a "dedicated" unit prior to 1497 and 1498, these units were unofficially named. A "Lymington Flyer" headboard was made up, and in the final months of the 3CIG's saw increasing usage.

With withdrawl of slam door stock SWT decided on retaining 2 units for the Lymington branch as it is self contained with lower operating speeds (the units operated ECS to and from duties on the branch) Central locking was probably the most important saftey feature of these 2 units. They were shortened from 4 to 3 car because of the platform at Lymington Town.

1498 bega to look externally shabby during the final period, one of the "lion and wheel" BR totems was missing and paint touch up was of a slightly different shade.

1498 spent a period on the Swanage railway and was used in service recreating the diesel hauled push-pull trains which operated between Bournemouth and Weymouth before this line was electrified