Bluebell Railway General Discussion

Preservation is all about working together.

Yesterday evening, I popped over from the Spa Valley Railway and spent some time at the Bluebell, re-familiarising and assessing two of their Driver Inspectors on Hastings Diesels Limited's Class 201 DEMU 1001. I also had the opportunity to take the unit for a drive myself. This is to get the unit in passenger service ASAP to help support the Bluebells operations during this awfully dry weather and high fire risk.

We completed three return trips between Horsted Keynes and Kingscote. After assessing Stuart and Chris, I took the unit for the third trip.

There was also a good turnout of Guards taking the opportunity to refresh their knowledge of the unit. The central door locking and brake test being substantially different from the normal vac braked stock.

While the Bluebell has been predominantly steam-operated for most of its existence, the Hastings unit looks right at home on the line.

I understand the unit is running this weekend, and it is well worth a visit for the chance to travel on 1001 alone.

It was a lovely evening in great company, and a perfect reminder of what railway preservation is all about.

 

From Bluebell's Facebook page...

DEMU No. 1001 is set to run this weekend!

We're pleased to announce that, subject to availability and any last-minute operational alterations, Southern Region DEMU No. 1001 is planned to operate on the Bluebell Railway on Saturday 8 & Sunday 9 August.

Don't miss the chance to travel behind this iconic Southern Region unit and experience a classic piece of railway history in action.

Timings will be released shortly – keep an eye on our social media channels and website for further updates.

We look forward to welcoming you aboard this weekend!

 

Very interesting image there of the diesel engine in it.

Noel

 

The timetable is now published here.

Considering that it’s only been a week since the steam ban was announced, putting together a small event like this is quite impressive. I hope that the weekend still pulls in a fair number of visitors.

 

One diesel-hauled set with Pullmans serving breakfast/cream tea, a Thumper, and a Terrier doing brake van rides... worth a visit I say! It might be no On Parade, but that's quite appealing even for a steam nut like I.

 

I like the sound of this mini-gala. I'm very tempted to pay a visit. Just something really different.

 

The timetable has been updated for this weekend - both the 33 and 73 now running in addition to the Hastings DEMU, and 65 substituting for 72 on BV rides.

https://www.bluebell-railway.com/special/special-weekend-timetable/

 

For those interested, 1001 is a Class 201 and has two English Electric 4SRKT Mark II engines, each developing 500hp. The Class 201s were built as a 6-car, so the unit is well within its capability as a 4-car train.

The traction motors (EE507) are located on the power cars but on the bogie at the opposite end of the engine to help with weight distribution; there are two motors on the bogie. This, however, does make the units light on their feet, and they were known for slipping on steep climbs. As they're not fitted with any anti-wheel-slip technology (it did exist at the time, as the 33s and 73s have it), you rely on the ammeter on the driver's desk to tell you what is going on, but it is the ammeter relating to that powercar only, not both of them. You sometimes feel a nudge and bump if it has picked its feet up as it tries to grip again. Our Class 207 at the Spa was well known for slipping its way up the Uckfield line in leaf fall season.

Southern Region Diesel Electric Multiple Units are fitted with both Electro-Pneumatic (non-automatic) and the Westinghouse Air Brake (automatic). The Electro-Pneumatic Brake, being electrically controlled, gives a simultaneous and uniform application and release of the brake on all coaches, being independent of the auxiliary reservoirs; repeated applications and releases can be made. Although this is possible, it is wrong to fan the brake handle like you can with vacuum, as this causes unnecessary wear and tear on the EP Brake contactors and the compressor motors. Each carriage has EP valves, and the response is phenomenal. I personally love EP brakes over and above anything else, and I'm used to steam, vacuum, air and EP braking systems.

The reason the units have two types of braking is that EP is not fail-safe; if the relay failed to operate, none of the EP valves would respond, and you'd have no brakes. BR, of course, being well aware of this as the Bulleid DD had the same set-up, included the Westinghouse Automatic Air brake.

As a driver, the first you'd know the EP wasn't working is when you'd go to make an EP brake application; all you do to get the air brakes to respond is push the driver's brake handle around further. As part of the driver's assessment, you can trip the EP brake out in the equipment cupboard in the cab to see how a driver responds (as happened to me when I first signed Class 207 1317) and handles the operation of the Westinghouse Air Brake.

1001 and 1013 are unique with their central door locking; the driver releases the doors using two pairs of red buttons depending on which side you want to release: one pair is on the left, one pair on the right. The passengers still operate the doors manually, and the Guard has to ensure the doors are properly closed to get the interlock. Once the doors are closed, they press the button in the Guard's van to lock the doors; this then illuminates a blue light on the driver's desk, confirming the doors are locked. I forgot to release the doors at Kingscote on the trip I drove yesterday; the Guard reminded me... Trouble is you then have to key on in the cab, cancel the AWS and then release the doors. Best advice is try not to forget!

I'd thoroughly recommend poking your head in the engine room and through the cab window if you can. It is a fascinating unit, and HDL have done a superb job restoring it. There's no doubt that if the Bluebell hadn't closed in 1958, the Thumpers would have made their way along the line!

 

The central door locking is certainly an interesting thing for despatch staff to get their heads around!


Brief report of today, in case anyone is interested:

It was fairly quiet, although not deserted.
Almost everyone seemed to be aware of the steam ban in advance. Some walk ups (esp adjacent campsites) were not - but the brake van rides made that generally OK.

The brake van rides were very popular, and probably got more people through the door if they were on the fence, as an offer of a short trip. Often it's advertised you can go to Horsted Keynes and change to the other train for a 35 min shorter ride. Alas, with the steam ban, there is no B set and therefore no other train...

I think it was on here someone was asking after the O1. From yesterday until further notice, O1 No 65 will work the brake van rides rather than Fenchurch.

A quick note on BV rides.
They normally board from platform 1. If a train is in the station they might run a shorter route boarding from platform 2. This weekend, with two trains operating, most rides may board from platform 2. Listen for announcements on the PA for details.
Travel tickets are technically required for the brake van trips, although platform tickets may be sufficent, subject to staff discretion.
In terms of timings, they started today just after the 1030 departure, and finished at 1430, before the 1440 arrival. The O1 had shunting to do after this. So get in there early. I think they might run later into the afternoon this Saturday/Sunday. The morning rides were the least busy today. So I'd recommend go at 1035! But not everyone at that time!...