Bluebell Railway General Discussion

Moving away from diesels for a moment, here are 2 of Alex Morley's excellent progress photographs for Maunsell brake 3rd 3687, showing the lining and lettering is now complete on both sides, and quite scrumptious it looks, too:



This carriage is now awaiting it's turn on the E-road jacks, but unfortunately delays to Car 54 are causing a backlog; the Pullman should have been through the paintshop, and returned to service for the Christmas season by now, however the new bogie springs were delivered with insufficient strength for the weight of the carriage, and so the ride height could not be set. A replacement set is on order, but this has resulted in not only a queue building up for E-road, but also lost Golden Arrow revenue at peak time. However in compensation, this makes a fine sight.

 

Further to the last post, here are 2 current views of Car 54, both taken by David Jones, and included in what is unfortunately the final edition of "Coupé News", Terry Bye's excellent bi-monthly newsletter on all things Pullman.
Firstly, the overhauled bogies, their axleboxes packed with wood blocks in place of the defective leaf springs. This was done in order to temporarily reunite the carriage and running gear, so that the jacks could be freed up for 3687:


The second view is of Car 54 temporarily reunited with its bogies, and in undercoat, looking very different now, with the old matchboarding clad in aluminum sheet:

For anyone interested, here is a link to all the back numbers of Coupé News, which are downloadable as PDFs.
They really were fascinating, and apart from being a window into a past world, also detailed some of the painstaking private restorations going on around the country, including our own "Aquila", whilst still at the Colne Valley railway, and the exquisite 1921 car "Formosa" at Portsmouth Arms, both real labours of love:
https://sremg.org.uk/coach/coupe/index.shtml

 

Actually the new springs are too stiff, and these springs are being re-worked rather than replaced, by the supplier.

 

The original 1923 matchboarding was covered in aluminium sheet in the 1950s. None of that matchboarding survived, and Car 54 is now clad in plywood covered by aluminium sheet (matching Car 64 and 'Fingall').

 

This was done not to allow 3687 onto the jacks, but for another vehicle. There are several vehicles in the queue for the jacks.

 

It's not so much the doors and door locks (although they are a factor), the real crunch point are the door frames. The old compartment stock, (the Mets, the Hundred Seaters, the Birdcage) have solid teak door pillars which needed relatively light repair work when overhauled. Overhauling the metal door frames (cut out and replace, and replace the timber closing pillar too) is a tedious job on a Mk.1 (half the age of the teak-built vintage stock). It's what did for our ex-KX Mk.1 Suburbans 30 years ago. So I'm pleased to see that this structural bodywork (which the DEMU is said to require) will be handled outside of C&W.
I'm a little concerned where the workshop space for this new gang to occupy for several years is to be found. The wagon gang sometimes are able to get a wagon into the works (because wagons are small), but otherwise have been working outside.

 

Thank you for those clarifications, Richard.

 

The full list of carriages still awaiting the jacks is: 4-wheelers: 3360, 3188, 661, LNWR Observation Car (so that they can all return to service either after Christmas, or in the spring), LBSCR Stroudley Brake 949 (ready for it to enter service late Spring), 3687 (hopefully squeezed into a suitable gap between the others), and the ex-Bicester Mk.1 TSO (once a pair of overhauled Commonwealths is ready for it), along with any routine maintenance requirements.
I've just remembered why Car 54 had to be returned to its bogies - the operational Mk.1 BCK had to be lifted so that wheel flats could be dealt with.

So far as the queue for the paint shop is concerned, Car 54 is the priority once its finally on its bogies. Stroudley 949 only needs to go in relatively quickly just for lining and varnishing. 3687 has entirely been painted where it sits in the main workshop, and varnishing will be done by the same volunteer team in that location.

Our painter, Dave Clarke, sent me this photo a couple of days ago, showing that 34556 is entering the final phase of its heavy repaint - the west side, except for the sections which is to receive transfers, has received its first coat of varnish. So it shouldn’t be too much longer!

 

The SVR invented a valve fixed to the brake column to prevent a train moving off with handbrake on years ago. Why the BB puts up with thousands of pounds worth of damage plus fitters time to remove bogies and not fit the valve is beyond me.

 

The dimbo valve. Self explanatory. It prevents vacuum being created above roughly 15 inches. It also gives off an audible sound, the same if the passcom has been pulled.

 

Is it like a loud fart?- sorry- raspberry?

 

The MHR has these as well as a giant red paddle sign saying "hand brake applied"

 

There are several versions of this valve around. The NNR utilises a particular component salvaged off Class 47's I believe (though I'm told there are some other classes that have/had them). These really do knock out the vacuum (down to about 2 or 3 inches) if operated and also give an audible rush below the guards van.

Very useful for cutting down the wheel turning budget!

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Now that was a nice - if short-lived - colour scheme.

 

If the tramr road was connected we could increase the through put by doubling Jack's.

 

I agree with pretty much everything Big Al said, but not necessarily the conclusions drawn. 2 personal views
1) diesels - droughts will be more common, as will steam bans. Diesels allow something to be salvaged. Also, (AIUI), you don't need a secondman. So that's one less critical dependency. Also, for the same reason they replaced steam, they are cheaper to run for non-profit-marking work.

2) the linear scrapyard. I know I'm a voice in the wilderness, but I find the "to-do" pile at least as interesting as the working railway. A picture perfect stage set does nothing for me.

 

I think that a distinction also needs to be made between a "linear scrapyard" and locos that are restored, but out of service. Yes, I agree that the "to do" pile is interesting, but railways do need to be careful about the image presented to the public who may think otherwise. Easier said than done on some railways because of space constraints. The big one to avoid is the "restored, but out of service" ones becoming a linear scrapyard. In this respect I was so glad to see the USA tank at last being given a chance, and well done to the Bluebell for the approach that they have taken with regard to it.

Steve B