Bluebell Railway General Discussion

If this is a spur to getting it going again then anything can be countenanced!

PH

 

Good question. I've photographic evidence of the class, spotlessly clean, on routine passenger turns at Ascot (Waterloo - Staines -Reading/Guildford), immediately prior to electrification, with conductor rails already in situ - from memory, 1938.

They were definitely still used on ECS movements in and out of Waterloo into the early years of nationalisation - by which time they seem to have been becoming a bit on the tired side. I'd imagine the demise of the ex-LBSC D3's (1953, barring one, which lingered until Sep 1955) extended the life of many M7's.

Does anyone happen to know when major spares (frames and suchlike) for the M7 class stopped being produced (it was in the mid 30's for the slightly earlier O2's)?

 

The 1933 Raynes Park derailment involved an M7 on a Waterloo to Alton service and a 1959 engine workings for nine elms has a turn which includes vans to Staines as an M7 turn. You be as likely to see an M7 at Waterloo as you would at Barnstaple.

 

From the e-Newsletter, a couple of C&W updates.

Firstly, an update on the Stroudley 5 Compartment 3rd - there are some photos on the What's New page: see http://www.bluebell-railway.co.uk/bluebell/whats_new.html for 23 July.

Then the following about Pullman Car 54, which is being restored with provision for wheelchair access:

Progress on Pullman Car 54

There has been significant progress on Car 54 in the past few months. The body, now back on the underframe, was braced and the metal roof hoops labelled according to their positions before removal for cleaning up. They were then treated with rust converter.

The body showed a distinct lean to the west, particularly at the north end, so it has been pulled back into alignment. The distortion was probably due to the fact that the bulkheads had been removed before the car was stored under tarpaulins for an extended period, and the weight of these caused the top of the body to spread. Hopefully, the body will now remain straight. The new cant rail sections have been morticed and lap-jointed together to give two completely new cant rails along each side. The metal roof hoops have been reinstated and replacement ash roof hoop sections are being cut ready to fit.

The characteristic curved end roof sections have been replaced with new ones made of ash. The new roof boards, which were delivered a while ago, are being stored underneath the vehicle to allow them to dry out prior to fitting.

Four new luggage door posts have been machined and fitted. It is important that these posts are sound as the weight on these doors is considerable. Underneath, the newly constructed battery boxes have been fitted.

Inside the vehicle, the bulkheads are being refitted to hold the structure together and make it more stable. We have had a visit from A. Dunn and Son to assess the amount of marquetry work needed, and a sample panel has been taken away for a trial restoration to be done.

Various jobs are being done alongside the heavy wooden structural work. One is the cleaning of the brass components, such as luggage rack brackets, by covering in a mixture of flour and vinegar. After a week, the paste is removed and the brass component washed off and polished.

Additionally, the sidelight blinds have been overhauled, and the lavatory cathedral light has been restored; the top lights have been renovated; and the brass wire grilles for the luggage racks have been ordered from a company in Acton. Seat components have been cut, an initial batch of seats constructed, and our team of trimmers has started on the skilled task of trimming the seats.

Derrick Warner has been sorting out components and determining what needs to be replaced. This is a major task, and we are grateful that he is happy to do this for us; his knowledge of the detail of Pullman cars has been extremely useful.

An analysis has been made of the luggage area of the vehicle to decide how it can best be configured. The Catering Department was consulted on what would be desirable to install in the area, and their ideas were considered, together with the need to provide disabled access lifts and an electrical cupboard. We have to make sure that this area is redesigned to give a pleasant environment as it is to become accessible to our visitors.

By Sheina Foulkes, Carriage & Wagon Department Supervisor​

 

For those following progress, there is an update on the “What’s new” page of latest work on the OP4 carriage shed, where work continues towards erection of the adjoining heritage skills centre. In addition to the maintenance road which sees continuous use, two of the four roads in the shed have been filled with vehicles for storage.

http://www.bluebell-railway.co.uk/bluebell/whats_new.html For 30 July.

Not reported on the blog, but of interest - a crane visited the railway last Thursday, and the standard 2 project 84030 is now on its wheels - well, an 0-6-0 anyway.

Tom

 

Going back to The Elephant Van, there is an interesting article in this months Railway Magazine about Circus Trains - which featured the first use of Buckeye couplings in the UK

 

Had a free day yesterday so filmed the days trains...



https://www.flickr.com/photos/alts1985/sets/72157693442760771

 

I see on FB that the Railway has acquired a BR Mk2 coach in blue & grey. Using an old IPad so can not post a link!

 

That's interesting, in a Grim sort of way. Seeing as the Railway operates a one in one out policy, I wonder what vehicle has left the Railway, and also, what possible use a single mark 2 carriage could be to the Bluebell.

 

It need not be 'grim' - depending on condition there are a number of possible uses for a MK2 which don't involve it being used on passenger services (I assume that's what concerns you - it being inappropriate for such use on the Bluebell?).

 

Appropriate for use with a diesel though is it not?

 

Yes. That was the "grim" part of the thought.

 

No it hasn’t.

Tom

 

I really hope that your knowledge is correct Tom. Why an earth would the arrival of a Mk2 be a sensible decision given other far more historic assets requiring time and money. A Mk2 at the Bluebell sounds horrific.

 

Did history stop in August 1968 . . . . with the last Mk2 being built in 1975 (according to Wikipedia) when does a 43+ year old coach become "historic" - just saying!

 

Judging by the reaction it would have made a good April fools though!

 

Let’s just leave it that I like Mk2s (and the not much longer for service Mk3s and 4s), and I like the Bluebell, but I’ve no desire to see the two combined.


Sent from my iPad using Tapatalk

 

There was a BR Mk2 coach on the Bluebell Railway in the 1990s. Mk2c FK 13540 was purchased (privately?) for use as volunteer sleeping accommodation. It moved on after a short stay to the Mid Hants where it is used in that role now.

 

The Mk2 I understand is being used for filming.
Tom is correct.

 

I suppose a short rake of Mk2's and a suitable diesel would be useful addition to their fleet for lucrative filming contracts -- is it 1st of April so soon!?