Bluebell Motive Power

Tom

If you put a 205 or 207 into service before overhauling the doors then yes you will always be chasing your tail with regards to maintenance of door pillars, skins, etc. However overhaul the unit first and its not a problem - we have proved this with the SPAs Oxted unit even though these units had the more challenging glass fibre skinned doors. Functioning ETH is needed to keep the seating dry in winter or you would get a repeat of the mould growth which could be seen on the Bluebell's VEP after it was stored on the railway over the winter.
I agree it would be better to hire one to see if the benefits of a cheap turn up and go unit for say the first from and last to EG trains merit developing permanent facilities for diesels.
Same applies for class 33s. Now a source of brand new and overhauled to CE/ISO standard Sulzer LDA spares has been identified these would not be a problem for the future and new D&M braking equipment seals and diaphrams can already be sourced.

Would a Thumper would be within an air braked Terrier or E4 haulage limit?, if so then you could use it behind steam as high capacity hauled stock as well as an independent powered high capacity unit.

Brian

 

Never mind the doors, I used to work on the DEMUs at Selhurst (we never referred to them as Thumpers) and most of the underframes were shot through with rust. Plus they used to (and still will) go through no end of fan drive clutch shoes.

I would imagine the E4 would cope with a 3 car DEMU (W24 coped with the 2 car at the Mid Hants) but a 3 car would be outside a Terriers realistic capability (no doubt Fenchurch could shift it, but not the the entire length of the line in regular service without excessive thrashing and associated wear).

Not disagreeing that a diesel unit for earlier trains would be useful, not sure many of the crews would relish a regular 0430am start to do an earlier steam hauled service from E.G! A diesel unit would require (some) new infrastructure, dedicated staff and maintenance facilities and at what cost to the steam fleet which should be the priority (IMHO). Plus where (currently) is the space to store one?

 

Wouldn't a DMMU such as a 101 be a better bet if the use of railcars were to be considered? They have much better all round visibility for passengers, and could at a pinch deputise for the LNWR Obo as hauled stock on the Autumn Tints services.

 

Deleted - duplication

 

A possible solution (humour me here...) for an earlier departure from East Grinstead could be a Southern 171 from E.G to Sheffield Park, then SP to London Bridge. It would get around the maintenance and storage issues and all the Bluebell would need to supply would be signallers and a conductor. Plus as successors to DEMUs, they are correct for operation in that area....

 

If early services from EG are problematic, in future is some sort of stabling point towards the north end of the line possible where a steam loco or two could be kept overnight, the NYMR, WSR and SVR all have stabling points towards the far end of their lines away from the main sheds/workshops, while the Bluebell isn't as long, it's in a similar situation now that the majority of traffic is occuring at the opposite end from it's operational base.

 

No room at East Grinstead, and planning will rule out Kingscote.

 

70013 is hauling the Blue Bell Explorer - from Worcester - Sheffield Park 28/9/13 . Return is diesel hauled see http://www.railwaytouring.net/uk-day-trips/blue-bell-explorer

 

There were rumours that RTC were planning a run from the West Midlands to the Bluebell in the autumn. Good that it has been confirmed. Ollie will look good on the Bluebell. Funnily enough, this trip will reunite it with two former 1968 Carnforth (10A) stablemates - 75027 and the on-loan 92212. Pity 44871 or 45231 couldn't have worked the return trip.

Whoever writes the blurb for the RTC website has been a bit careless here:- "We are now travelling through the picturesque chalk hills of the North and South Downs" South Downs??? Having taken 25 years to relay Horsted Keynes-East Grinstead, are the Bluebell going to put the Sheffield Park-Lewes section back in under 2 months?

In another section, the geographical errors are even worse:- "We pass through the scenic North and South Downs of the Sussex Weald." Pity RTC didn't check that the Sussex Weald lies in between the North and South Downs, and is geologically distinct from both (You get flinty, chalky soil on the Downs and clay or sandstone on the Weald.)

 

Its a small world then, I rebuilt the Spa's Oxted DEMU fan clutch couple of years ago which included renewing the friction material on the shoes and noted the small link arms appeared to have been at local depot. Since then we have not noted any great wear but we do ensure the drum inside is sprayed with clutch/brake cleaner before and after use and the fan free before starting, this tip came from John White of Hastings Diesels and seems to prevent the shoes sticking/wearing on a rusty drum otherwise. I can imagine when in daily service and hunting for long periods on tickover the friction shoes would wear rapidly.
The centre car for the DEMU at Spa is not in service as yet - the underframe needs attention as you suggest amongst other running gear work.

Also agree with the rest of your post, which is why a hire in the first place might be a better way forward, would not place additions strains on scare resources. One place any DEMU or diesel should not be maintained or kept is SP, it's nobodies fault but the ash from yard at TWW is not the best environment for maintaining the DEMU as indeed BR learnt I believe in the 60s where ever diesel and steam mixed.

 

Does it have to be physically at a station ?, isn't there a suitable site inbetween where planning or location woulden't be an issue ?

 

Hmm toying with the idea of booking that, a Brit through New St, down the WCML and arrive in style at the Bluebell, trouble is I'm not convinced the tour on the day will resemble the spec here.

 

No suitable locations between the site of West Hoathly Station and East Grinstead.

 

It wasn't wear that was the issue, the shoes are made of "monkey metal" and used to break up. We were allowed to send one into traffic with only 3 shoes present on the proviso that the missing one was replaced on return to depot (never a pleasant task in a stinking hot fan room!). Engine room oil leeks were always unpleasant affairs to clean up, diagnose and fix too.

I know John White very well as I have monthly meetings with him

 

On a very dodgy 0.03G phone signal (certainly can't be described as 3G!) hence the sparse updates from me but just a quick update to say 592 was back in revenue service yesterday on a GA charter. After general tightening up of axle boxes and motion and the extensive p&v work she has had, she is reported to be running better than ever. The 9f and Prairie were on yesterday's service trains and running to time.

Tom

 

The BB has always been bad for signal strength. Best place was in the northern area of the tunnel.

How is the strength at EG?

 

I get 3G from EG to Holden Summit (including the first hundred yards or so of the cutting) then nothing; absolutely nothing at HK; more or less nothing at SP. But we're actually on holiday elsewhere in Sussex in a moderately large village and are getting nothing much here, nor BT Openzone wifi access. Hence the sparse updates at the moment. Maybe the Sussex slogan should be "Sussex: Steam powered trains and steam powered interweb thingy"

But anyway, I digress...

Tom

 

Your not anywhere near the Ashdown forest are you, only that former home office mast there still sends out very powerfull transmissions, it was stated that it was out of use but it is still transmitting.