Bluebell Railway General Discussion

From the Yahoo group I think it's something about timings and dwell times at Sheffield Park and something about track needing replacing in Platform 2 at Horsted, the alternative stabling place south of Kingscote.

 

A question of space really - if the charter had come to SP, we would have had to get rid of about ten coaches and a class 47 - the only option would have been to split the set in two and put half in the Newick siding, and half in the Pumphouse siding. Possible, but would have involved a lot of shunting to first split up, and then re-form, the train, all the while keeping out of the way of the Autumn Tints service. Instead, keeping the charter at Kingscote for the day, providing a relief and just running Braunton and support down to the Park for servicing simplified matters. Plus the platform at Kingscote is longer, which meant more passengers could embark / disembark directly, without having to walk through several carriages.

There is apparently another charter next Thursday (Pathfinder Tours, with two class 73s) and the arrangements are broadly similar, except that the 73s obviously won't need to travel south for servicing.

Tom

 

There are options, but everything takes money! The initial work has started on the new carriage shed at HK, which will be 4 * 6 car length for storage, plus a fifth maintenance road of the same length (as I understand). The headshunt will be short though, so it will definitely be a shed for long-term storage, not an operational running shed. Beyond that, things get really awkward: there is a desire for a large exhibits museum building (akin to the Engine House on the SVR) but quite where it would go, I don't know.

With regard charters: long-term, Horsted Keynes looks the best place to start / terminate them, as incoming stock can stay in Platform 2 and still allow service trains to cross in platforms 3 and 4/5. Indeed, for a charter originating on the Bluebell, HK would be the most likely starting point, as the stock could stay in Platform 2 over night, and parking cars for 400 or so passengers at HK would still leave the main car parks at SP free for our regular passengers. Effectively, it is possible to imagine a charter starting from HK early in the morning; then having regular service day in which our passengers mostly park at SP or arrive by train at EG; then at the end of the day, when our regular passengers have gone home, the charter could come back in.

As for yesterday, stopping the charter at Kingscote and running the relief train worked well, and anyone on the train was treated to an impressive performance from the S15, pulling 8 coaches + Braunton (not doing anything) up the best part of 7 miles of 1 in 75. Normally I'm a "small engines" person, but I have to say, if I could be persuaded about the virtues of big stuff, 847 has gone a long way to doing so!

Tom

 

Not being sure on the length / signalling connecting spur at East Grinstead so don't shoot me...
but could the ECS not be moved back onto the BR connecting line between EG station and the Bluebell ? or does it foul the BR Platform or the EG-Kingscote section ?

Longterm Bluebell could be perfect for say a Norwood Junction-Bluebell steam service

 

Not long enough. Thursday's charter was the equivalent of about 13 coaches in length, and the connecting siding is about 8 in length. So a charter stored there would foul one end or the other. It is one reason why timetabling incoming / outgoing trains is hard, as you have to find a slot in both the NR and Bluebell timetables simultaneously.

It is possible with shorter trains, such as a light engine move, or the class 73 + mets move earlier this summer, though I am not sure if use has ever been made of holding an incoming / outgoing train in that siding.

Of course, once you are on the Bluebell-proper, you are down to six-coach capacity, especially at SP where long trains tie the signalling up in knots.

Tom

 

Longer Term East Grinstead is planned to become part of ThamesLink network and have 2 addtional trains an hour. With speed restrictions over/under certain structures it might not be possible to path a charters.

 

Some unusual, but welcome, news on Facebook about the Bluebell-owned 4-VEP:

Chris

 

More about the 4VEP here:

http://www.marketwired.com/press-re...urbishment-of-unique-southern-emu-1955532.htm

Tom

 

That's great news Tom. Nice to see Gordon getting a refurb.

I read that the SETG want to go mainline with it in the future and I assume that it will remain stored and maintained at Wimbledon for the foreseeable. What I'm curious about is what the Bluebell's intention with it are? Will it ever be brought to the line or will it be a "roaming / static" embassador for the railway?

 

My understanding is that the Bluebell doesn't have the capacity to either store the unit undercover, not to keep it maintained - at least not while also achieving the above with existing stock which is more suitable for the line. We also don't have a suitable locomotive to haul it (air braked and with a supply of electricity for lights / heating).

Given the above, and given the desire of SETG to look after the vehicle with the desire to go mainline, the best heritage outcome for the unit is to be stored, maintained and operated away from the Bluebell, potentially acting as a kind of "roving ambassador". So I understand that is the future, and what is within the terms of the agreement between the Bluebell (as owner) and SETG (as custodian).

I guess that doesn't preclude occasional visits to the line, for example at galas, but its long-term future is away from the Bluebell.

Tom

 

Not my photo but here she is on her way to Ilford:

https://www.flickr.com/photos/matthewbaxterrailways/15292384809/

Tom

 

Typical for off region. Two red blanks but still has to have a tail lamp

 

Cheers Tom. That's basically what I thought would be the case. Hope all goes well with the refurb and look forward to seeing and riding on it again in the future. Hopefully on the Mainline from Waterloo to Weymouth.

 

In case anyone has missed it - the SETG are on Facebook, Twitter and have their own website.

On the web: www.setg.org.uk

On Farcebook: https://www.facebook.com/groups/121771467954/

On Twitter: follow @Gordon_3417

If anyone is wondering why we're doing this: it's because the Old Girl needs to stretch her legs again. And she's got long legs....

- at speed on the down through Winchester en route to Eastleigh

- at speed on the down at Byfleet & New Haw (I was on board, and she was being held back)

At last, things are moving for the last surviving 4VEP.

 

Cash for Cover Appeal and Double Donations Dash DDD125

The Bluebell Railway is justifiably renowned for its fantastic collection of vintage carriages. We still have over 20 pre-nationalisation carriages stored in the open - to conserve them for the future it is vital to get them under cover as soon as possible. The Cash for Cover Appeal aims to raise £350,000 to enable us to get a roof over those treasures as soon as possible, to prevent them deteriorating further.

Nicholas Owen's video explains the project in more detail.



Please donate here

The Cash For Cover Appeal is to raise money to make a substantial start on the Horsted Keynes Carriage Shed Extension, by constructing the shell and roof of the building. The overall project is known as Operation Undercover Phase 4.

If we can raise £125,000 by mid-November, our DDD125 Sponsors will match your donation pound for pound. If we can reach that target we can put a roof over half of the new shed. If we can subsequently raise another £100,000 then we will be able to complete the roof and put 20 carriages under cover!

Matthew Cousin's drawing below shows what the shed should look like if we raise the full target. The long-term aim however is to add sides, doors, etc. For reference, the existing Carriage Works and Carriage Works Extension are the buildings towards the left of the picture.



Tom (via http://www.bluebell-railway.co.uk/bluebell/whats_new.html)

 

I've been aware of Operation Undercover Phase 4 and it's importance for some time now, so I'm pleased to see their finally pushing forward with it.

I do hold one big reservation over this plan though... Why I they only do half of the job (i.e. walls and doors)? The basis of the need for this project is to get their coaching stock undercover to prevent from weathering and overall deterioration right? Now a roof is all well and good, but surely in the end their still going to be exposed to the outdoor elements, aren't they? That's generally why other railways that do have such facilities are fully enclosed, not just a tin roof over them.

Now I'm not meaning to sound disrespectful, I'm just saying if your going to do this kind undertaking, better to go all in then just part way, otherwise it will just seem to be not all that much worth it considering what the overall objective of this project is.

Yes I'm more then aware that it all costs money, and going full in would increase the price of the fund drive, but surely it can't impossible for the Bluebell Railway, certainly not now of all times, where their going through something of a boom at the moment. They've become more busier and widely recognised then ever before, with plenty of buzz towards the Bluebell at this present time, best to take advantage of the oportunity I'd say.

 

Tom's post does state that the long term aim is to add sides and doors etc.

 

I think you may be underestimating just how difficult fundraising can be, even for a well-established line!

Doing the project this way is really an "eating an elephant" kind of task. £350k gets the frame and roof constructed and is a manageable sort of appeal, rather than the £1m+ sort of figure that seemed to be the estimate for the whole project. By completing the roof, the initial benefit of getting vehicles under cover starts to accrue, even if the whole benefit has to wait until the walls are in place. As such, it seems to me a sensible interim step - if we waited to do all the project in one hit, the carriages would spend more years outside and momentum would be harder to maintain.

Also worth pointing out that of the initial £350k, about £225k can be raised via the match funding of the DDD125, along with gift aid - that means construction could start next year (work on the foundations and ground works has already started).

It's worth remembering that the loco shed at Sheffield Park was a done in a similar way - roof first, and then the "shed wall fund", brick by brick. Few people now complain that we didn't erect the whole building all in one go.

Tom

 

JMJR1000: Maybe the initial sum required is a realistic estimate of what can be raised in a short time. Perhaps the previous appeal for the boilers, "keeping up the pressure" or similar, gives Mr Kelly an indication of the likely success of raising the initial target. £350k sounds more do-able than pitching at one go for say £2 million.
As Tom (and the appeal info) states, in effect if more money is raised over and above the "structure and roof" figure then work will proceed to walls and doors etc.
I have no connection with the Bluebell, but a modest cheque will be in the post on Monday. Good luck with this one.