Bluebell 2009 "Modernisation"

Having been involved in the overhaul of both Bulleid and Mark 1 Coaches, there is no doubt that the latter with their steel roofs are in one sense easier to maintain.However once corrosion takes a hold on on a Mark 1 it rampages through the structural steel work leaving a complex and possibly uneconomic repair. By contrast the hardwood frame of a Bulleid or indeed a Maunsell will resist the elements longer than the steel equivalent of a Mark 1.

Bulleid Coaches have been a feature of the Bluebell for nearly forty years and there is no intention to discard them in favour of Mark 1's. Quite apart from its preservation value a 48 seat Bulleid Brake Semi Open is far more valuable to the operator than its four compartment Mark 1 equivalent which if equipped with Commomwealths weighs an additional 6 tons.

Similar considerations apply to Maunsell BCK.s which have one additional compartment compared with the equivalent Mark 1 and of course a weight advantage

Bulleid 1481, Maunsell 6575 and hundred seater 971 are not irretrievably lost and every effort is made to protect these and other complete coaches with all enveloping tarpaulins while they await overhaul

Roger Williams

 

This is all good news. When will the overhauls begin? I presume once 1336 is sorted and 2526 is launched that a start will be made on at least one of these three vehciles?

I have made umpteen journeys on the Bliuebell and only twice have I had to sit in a Mk I coach. I was one of a number of people who posted a yar ago about the Blood & Custard Mk I's, saying it was a pity that a pre-nationalisation design coach was not used foe the cram teas instead.

Besides being 100% steam, one of the selling points of the Bluebell to me has been its widespread use of older carriages. I would love to see the day when come some of the Mk I's could be sold off as sufficient pre-nationalisation vehicles were available. As things stand, it looks like we're in for a long wait.

 

Plan A, (or at least the plan the ex-Horsted Keynes C&W volunteers now working on the MHR have heard)
Is that 6575 is due to start soon, it is viewed as being as easy project, but I am not so sure... No doubt Roger will start working on 1481 or another Bulleid carriage. Roger is the man we have to thank for keeping at least 4 Bulleid carriages in traffic for many years. I hope that we will see another project started soon after the completion of 2526.

Other ideas are Bulleid 2515, that needs repairs as the upper framework is becoming more and more detached from the underframe. Being a complete carriage it 'should' not take too long.

But until 2526 is finished and the built in defects to 1336 are sorted out nothing much in the way of new projects will be seen. So we are in for a very long wait before the de-moderisation!

 

[quote="secr1084]

Plan A, (or at least the plan the ex-Horsted Keynes C&W volunteers now working on the MHR have heard)
Is that 6575 is due to start soon, it is viewed as being as easy project, but I am not so sure... No doubt Roger will start working on 1481 or another Bulleid carriage. Roger is the man we have to thank for keeping at least 4 Bulleid carriages in traffic for many years. I hope that we will see another project started soon after the completion of 2526.

Other ideas are Bulleid 2515, that needs repairs as the upper framework is becoming more and more detached from the underframe. Being a complete carriage it 'should' not take too long.

But until 2526 is finished and the built in defects to 1336 are sorted out nothing much in the way of new projects will be seen. So we are in for a very long wait before the de-moderisation![/quote]

Thanks for this. At least 6575 will not be marking 50 years on the Bluebell in obscurity. You didn't mention 971, the 100-seater, so Iit looks like this vehicle will be out for quite a while.

 

I took my girlfriend on the Bluebell Lounge Car serivce today, and it was great. Bit of a shame the service uses Mark ones, but they were very clean, nice and warm and in good decorative order. The cakes were superb!

My girlfriend not only has no interest in railways, (She`s French1) but loved the day. I know the Bluebell gets a bit of stick on this forum, but hats off to them for providing a great day out today. The train was full, too.

 

971 should have the panels replaced. and put back in to traffic.

It does need some work done on it, but this should not be a big deal, although I can see it turning out that way!

It needs repairs to it bottom rail, as the timber has split where the knee bolts are. This can be repaired by simple scarf joints similar to the repairs to 3363. It also has some rot in the roof and partitions, all these problems that could be repaired quickly, but only if the team have a focus on getting it back in to traffic fast, and not to worry about every last problem.

 

Plan is to release 2526 and bring in 4279 for some care and attention before turning focus onto any of the vehicles mentioned above. Meanwhile Birdcage 3363 is meant to occupy the space on the dock road currently taken up by 2526 so that work can progress quicker on that than it would have if she stays in the dark.

 

I have a question for someone. Why did the Bluebell extended the line from Horsted Keynes to East Grinstead when there is a 1960s rubbish tip in the way. Would the Bluebell have been better off connecting with Haywards Heath? I know that the viaduct is missing but at least you would know what you are dealing with unlike a 1960s rubbish tip which could contain any think. Surely it must have been cheaper to reinstate the line back to Haywards Heath. If the line to Haywards Heath was reinstated Horsted Keynes could be worked like a real junction station and not like a through station.

 

Sheriff Mill viaduct was taken down when the line closed, so the line had a choice between an "easy" first extension to West Hoathley, then reinstate a missing bridge to Kingscote, then dig out the tip, or build a new viaduct from scratch. The gap has since started to be plugged, but only by using spoil which has come from the site of the tip (hence the trains running from imberhorne to Horsted Keynes. Also, Ardingly station and it's environs were (and still are) owned by a stone company (at the moment I believe it to be Hanson), so the route was probably just as tough but without the length which would have followed. Plus the ownership of the land was an issue I believe.

It could also be argued that two short runs aren't as much of a selling point as one long run. Especially as, IIRC, the Ardingly stub isn't the most photogenic line you will ever happen accross. Eventually it will happen, however.

 

Because they brought the station site at West Hoathly, and they were the East Grinstead and Lewes preservation society.

Also when the site at West Hoathly came up for sale, the line from Haywards heath to Ardingly was still used on a regular basis, and the Viaduct is DIFFICULT! but not as hard as raising £4M to clear the tip.
Also some resignalling of the main line at copyhold would be needed!

 

I also remember that it was not until the about 1995/96 that the trackbed to Ardingly came up for sale at around £60,000.00 pounds or so.This was raised very quickly from donations .

Regards
Chris Willis

 

So wont be long till the Bluebell extend out that way then?

 

Don't count your chickens, they need to recover and consolidate from the push to East Grinstead first! Not for a good number of years yet, I'm afraid.

 

I never count my chickens till theyve hatched!! You have to remember that section is waiting ready on the section that is already open. So it has to be the next step surely? And get rid of all of the stock or store and overhaul which is there currently?

 

Ardingly is the next logical step in terms of expansion, but I think that consolidation of the existing line and trying to improve facilities at Sheffield Park and Horsted Keynes should come first.

Saying that though, if Hanson ever decide to close the site at Ardingly, there must surely be enough space there for a new workshop and / or storage building?

Regards,

Dan

 

That section Andy is double tracked until you get to the missing viaduct.

Secondly there is as much chance of that stock being restored as the second coming of Jesus Christ.They cannot even look after what they have now.

Regards
Chris

 

I know that it has a double track - Trouble is they need to find a new home/storage for everything up there...

What you've said about looking after stock and overhauling the lot up on that part of the branch; well it needs to be most urgent and plans put in line for whatever is running and whatever is in the overhaul queue, like any other preserved railway???

 

I think some of the Bluebell's "problems" are being a bit overemphasised here. They already have far better covered accommodation than most lines, and as far as I know the Woodpax site development is still on the cards. The C & W facilities are the envy of most other lines and so are the volunteer numbers in that department, even if they have dopped a little of late.

 

I believe that work on this *may* begin this year, but don't quote me on that