London’s new Outer Circle Line

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Something different today, there are no preserved railways.

The aim was to take a look at some of the newer services which have been introduced in and around London and also one of the remaining “Parliamentary” services – being run to a limited timetable to provide proof that a line has not closed.

So Farnborough, change at Woking and Clapham Junction.  The London Overground covers a range of services provided by Transport for London being former National Rail services, but reworked to cater for outer circular routes around London to a certain extent.

From Clapham Junction there are now various services over the route to Willesden Junction via Kensington Olympia, with those provided by London Overground using the new 378 multiple units.  The 378/2 are capable of obtaining power by both third rail and overhead supply and the changeover is made on the move just north of the bridge carrying the A40 Westway, once the new Shepherds Bush Westfield shopping centre has been passed on the left.  At Willesden Junction the route is joined by the North London line which once upon a time was a third rail only service from Richmond to Broad Street, but this was altered to terminate at North Woolwich with the closure of Broad Street, then cut back to Stratford in 2006 when the route onwards was closed for conversion for use by the Docklands Light Railway.

I am not going to Stratford just yet however, having reached Willesden Junction I then transferred to the the Bakerloo line on the Underground to go to Paddington Station.

The next train is the one a day Chiltern Railways service from Paddington to Ruislip – not a line I have previously traversed on a service train.  Before leaving Paddington the conductor checks with the travellers that we really want to go to Ruislip – the passengers were myself and a mother and baby.  How they came to be using this unusual service I have no idea as I am sure most passengers are sent to Marylebone.

The unit heads out of Paddington and we come to a halt alongside North Pole depot which is now being redeveloped to be used by the new Intercity Express being built by Hitachi for the GW Main line.  We come to a halt, to wait the passing of an inbound service and then turn right essentially alongside the Central line onto the originally joint GWR/GCR new main line to run to South Ruislip.

Most of the route is parallel to the Central Line past North Acton, Park Royal, Hanger Lane, Greenford, Northolt and then joining the main Chiltern line at South Ruislip, with the train terminating at Ruislip Gardens.  Due to problems with points a freight train was unable to cross in front of us on time at Greenford delaying our progress leading to a late arrival at the two Ruislip stations.

Time to abandon trains and undertake a walk to Ruislip on the Metropolitan and Piccadilly lines where I wanted the former to take me back towards London and a transfer onto the Jubilee line at Wembley Park where I catch an all stations service to West Hampstead on a train bound for Stratford.

A short walk at West Hampstead re-unites me with the North London line (or London Overground as it is described) and I catch another train bound for Stratford.  I disembark at Gospel Oak as I am about to abandon electricity power and use the non-electrified line often known as “GOBLIN”, which is short for Gospel Oak to Barking line.  At one time the service was St Pancras (or Kentish Town or even Moorgate) to Barking (but earlier East Ham).  The current service was introduced in 1981 when a new connection was provided to Gospel Oak, an earlier one having been closed long ago.  Unloved and unappreciated the line was built for heavy passenger use with very long platforms but the unreliable service and use of old diesels lead to a marked decline.

Once under the control of London Overground from 2007 it has received some attention, with an improved service, station refurbishment (although the ends of the longer platforms are weed infested) and most recently new diesel trains (class 172/0 – two car Turbostar) which together with other modernisation work means that there can now be 8 trains an hour – four passenger and four freight services. And now electrification is finally planned. My first trip shows that passenger loadings (at least off peak) seem similar to the North London Line as we head on a curve around North East London.

Once at Barking, having taken some photos, I rejoin the same unit retracing my steps to Blackhorse Road where an easy link exists to the Victoria line.  This is merely for one stop to the line’s terminus at Walthamstow Central.  A quick cross platform change sees me retracing my steps again back towards Central London as far as Highbury & Islington and the North London Line.  It means that I am now certain I have covered the entire length of the Victoria line.

After having earlier been on a number of trains heading to Stratford I now catch a train heading for that destination and travel all the way there!  Again this is a 378/2 dual voltage running on the overhead as the third rail has been removed from this section.  The whole Stratford area has of course been redeveloped with a new shopping centre and the Olympic Park adjacent plus revised rail and DLR services mentioned earlier.  I head back around the NLL again but note that despite the frequent passenger services there is also a heavy freight presence which is typified by 70020 bringing a train through behind the service train I take.

My destination is again Highbury & Islington where the two northernmost tracks have AC electrification whilst the more southerly pair have DC 750v third rail power supply which originally applied to the entire NLL.  Joining a 378/1 (DC only) unit at platform 2 my NLL journey restarts in Eastward direction again!  This time we pick up the old route through Dalston Junction (same site but new station), Haggerston (new station, north of original station), Hoxton (completely new)  and as trains can no longer run into Broad Street we turn left into Shoreditch High Street (on the site of the long closed Bishopsgate station)  with a new line has been built in an easterly direction to join up with the former Underground line, the old Shoreditch station closing, so we are now on the East London line and pass through the historic Brunel built tunnel under the Thames.

Formerly this line had two termini south of the river – New Cross and New Cross Gate.  London Overground however has extended and the termini are New Cross, Crystal Palace, West Croydon and for me Clapham Junction.  This last section was historically the South London line from London Bridge to Victoria and was originally electrified at 6700v AC in 1909.  London Bridge is being rebuilt which is one reason the services have been re-directed.  However there is clear evidence of demand as the passenger loading into Clapham Junction is high and there is clear evidence that the Overground is bringing much larger passenger numbers into the station.

It is convoluted getting into Clapham Junction, a new link from Surrey Quays to the South London line for Queen’s Road Peckham, running on the southern most pair of tracks to Wandsworth Road, then diverging left at Factory Junction, passing under the main lines out of Victoria, through Longhedge Junction and under the main lines from Waterloo before climbing up, through Ludgate Junction to join platform 2 which is now the southern end of platform 1, whilst the old platform 1 is platform 0 but is completely disused.  Access for the train to platform 2 does not affect trains running into or out of platform 1.

And I can now rejoin an SWT service back to Farnborough.

Talyllyn Railway

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A visit was made to Tywyn and the Talyllyn Railway on 12 June 2014 specifically to ride on the Victorian Train, a special operation allowing passengers to travel on the original TR (and other) coaches.  It is a blisteringly hot day and it will probably turn out that this is summer for the year!  £25 each but it is not a simple return trip today.

Many years since my last visit – and the station buildings have undergone a significant extension – vertically upwards – since then.  Sympathetically done this has provided additional office space and allowed extension of the cafe area and shop which occupy the ground floor.  This rebuilding took place in 2003/4.  Passenger numbers reached around 100k in 1973 but the last 30 years has seen many other railways open and now about 45k are carried each year.

Once on the platform we meet our train of the day headed by No 2 Dolgoch which was built in 1866 by Fletcher, Jennings & Co.  The coaches in use on the Victorian train were TR nos 2, 3, 4 and 5 – the brake van containing the ticket window from where tickets were sold in the early years of the preservation era.  All vehicles date from 1866/7 with no 4 coming from the Lancaster Wagon Co, the others from Brown, Marshalls and Co.  Also in the formation were a Corris Railway third, numbered 8 when on the CR, but is now Talyllyn number 17 and Glyn Valley Tramway no 14 of 1892.

There is a warm staff welcome at Tywyn Wharf where one can cross the line without a hi-viz jacket to take a picture on the sunny side.  All of the platforms are on the north side of the line and there are no doors on the southern side of the line; so getting a photograph with the sun shining on the locos is never easy.  Good patronage but we are encouraged to take seats anywhere in the formation and also to move around at the various stops to try the different coaches (although all are fairly spartan I would suggest).

Our first stop is Rhydyronen where Dolgoch sets back to allow a runpast – and all of the photographers again cross the line (with approval) to obtain decent photographs.  Whilst most passengers travel the entire line there is an adjacent caravan and camping park.  We continue up the line to Dolgoch Falls station and here we have two special treats.  First Dolgoch takes water from the original water source via a pretty basic route (a wooden u shaped channel) from an old water tank.  Then Dolgoch sets back twice onto the bridge over the Nant Dolgoch stream to commence a couple of run throughs enabling pictures in the green wooded area.

On my first visit to this line Abergynolwyn was the operating limit as we approach the station we can see No7 “Tom Rolt”  waiting for us to clear the line so that the service train can return to to Tywyn.  No 7 was built by the railway using parts from another locomotive.  However no longer buffer stops here and we continue through to Nant Gwernol.  A service provided on this Victorian Train is for a volunteer to join various coaches and to tell us some of the history of the line; in this case pointing out the the incline down to Nant Gwernol village; the links to the Rev Awdry stories many of the early ones being closely linked to the Railway and also stories the former Abergynolwyn catering manageress.  A pleasant and welcome variation from a simple train ride.  Go and read the Four Little Engines! Our train runs on up to Nant Gwernol, the opening of which in 1976 required an Act of Parliament to allow extension of passenger working beyond Abergynolwyn stipulated in the original legislation.  Dolgoch runs round and we then run back to Abergynolwyn where the passengers take lunch.  The Ioco and train stand in the loop, away from the platform.

Whilst we are sitting in the sunshine No 6 Douglas passes through Abergynolwyn on the other service train.  The loco has been with the Talyllyn since 1954 but dates from 1918, built by Andrew Barclay and fitted with a new boiler in 1995.

Once the service train has gone our driver consults on sequence of moves required at Abergynolwyn as it would appear he has not worked this before (I think this was the first or second run of 2014 for the Victorian Train).  Eventually Dolgoch runs round the train but it remains in the loop. The crew of 3 (there is a trainee given instructions on the crew operated ground frame) finally get a cold toasted sandwich which they had ordered on arrival!

Douglas returns from Nant Gwernol with the service train and stables in the loop at the western end of the platform to enable the Victorian train to pull into the eastern end of the platform and we rejoin the train again moving around as before.  Our special train heads for Nant Gwernol again (I said earlier this was not a simple return journey) whilst the service train returns to Tywyn.

At Nant Gwernol Dolgoch runs round and then takes the train back to Abergynolwyn.

A major development since my last visit was opened in May 2013 by Timothy West and Prunella Scales.  This is “The Guest House” a carriage storage facility at Quarry Siding made possible by a bequest by a former driver, Phil Guest who has served on the line from 1969 until his passing in 2008.  Like many other railways storing all stock in a dry location had not been possible and this additional facility will mean looking after the Victorian and other stock will be much easier in the future.

Our journey back to Tywyn is interrupted by a stop at Brynglas for a final photo opportunity before we pass down the rest of the line.  Unlike at least one of my earlier visits to the line our progress is not delayed by a trespassing sheep.  I can remember one trip being at a very slow pace as the sheep progressed and could not be encouraged off of the line and no gap could be found for the sheep to return to the adjacent field.

The attraction at Tywyn Wharf is no longer the train but a scone plus jam and cream, a cup of tea and some cake.

Heartily recommended.

Welsh Highland Railway

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On the WHR traffic was being confidently handled by 138 &143 the NGG16 2-6-2+2-6-2T Garratt locos bought from the South Africa Railways to operate the line in 1997  Built by Beyer Peacock in 1958, 143 was the last Garratt narrow gauge loco built by Beyer Peacock being delivered in 1958. The WHR is also completely coal fired again.

The Welsh Highland Railway is running a more intensive service towards the end of the week but at the point we travelled the line there were two round trips, one from each end.  Later in the week this extended to 2 1/2 round trips with the locos starting at the other end each day.

In many respects this is a “new” railway, travelling from Porthmadog it follows the alignment of the old line through to Dinas it is fair to say that the line was rebuilt from nothing.

The line runs out of Porthmadog in the opposite direction to the Ffestiniog generally heading north.  There is a flat crossing with the National Rail line (currently non-operational due to the closure of Pont Brivet) and we pass the other Welsh Highland – the WH Heritage Railway which lies on the left hand side passing their terminus at Pen-y-mount.  On this section we bowl along at a respectable speed as the line is either level or only a very slight gradient, stopping at Pont Croesor.  This continues until we take a sharp left turn at what was Croesor Junction, the old Croesor Tramway continuing ahead.  Afon Glaslyn is alongside to the left and shortly before Nantmor Halt we commence a more serious climbing passing through the Aberglaslyn tunnels.

This is the most scenically attractive section of the route as we are in the Pass of Aberglaslyn with rails, road and river close together.  Between the railway and river is a restored pathway with many walkers and photographers observing our progress.  Through Goat Tunnel and into Beddgelert station for a welcome breather.  We are now at the bottom of a continuous climb at around 1 in 50.  This section of the route is not easy as twice we turn back on ourselves as we climb – with sharp curves as well, once before Meillionen and once after.  Just before the summit at 648ft above sea level there is a good view of Snowdon – as usual the top is lost in the clouds.

We pause at Rhy Ddu which was the terminus from Caernarfon for some time until the line was opened.  It is a lot easier for the locomotive and crew now.  Today we are behind No 138 which has performed well on the climb.  We pass 143 which is operating the other service.  Rather than the heavily wooded countryside we passed through earlier this is rather more bleak as we look at the lower slopes of Snowdon but as descend the landscape softens. Dinas houses the locomotive and carriage works for the West Highland Railway and there are clearly significant facilities here as we pass the Locomotive shed as we run into the station and then pass the carriage shed as we leave, the loco having taken on coal loaded by a mechanical digger.

The original Welsh Highland ended at Dinas with a connection into the Caernarfon to Afon Wen branch.  The new railway however has adopted the old track bed and we continue onwards into Caernarfon coming to a rest at the temporary station almost in the shadow of the walls of the Castle.  Indeed it has now been announced that a more permanent station is to be built to replace the temporary structure.  Dinas to Caernarfon had been converted to a cycle path after closure of the rail line and some re-alignment of the latter has allowed the rail route to be re-instated.

There is one drawback to this one train each way timetable – we only just about have time to consume lunch in a pub before returning and no time to explore Caernarfon.  Oddly I have been to the castle before – and there is not a lot to it.  A return to be arranged once that new station is built.  Even better if the line is extended through the tunnel under the town and there is continuing talk that for £40m a narrow gauge line could run to Bangor along the route of the standard gauge line closed in 1970.
The return working is even better.  The clouds have lifted and the sun is shining and it is now possible to see the summit of Snowdon from the train.  Pity we did not plan a day out visiting it!

Ffestiniog Railway

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We took a week’s holiday staying in Porthmadog allowed ongoing observation of both FR & WHR between 6 and 13 June 2014.  We actually travelled over the entire Ffestiniog line on Saturday 7 June 2014.

The timetable has four daily return trips to Blaenau Festiniog requiring the two Boston Lodge built locos using the principles of Fairlie’s patent: No 12, David Lloyd George (built in 1992) and No 11, Earl of Merioneth (built in 1979) to complete two return trips. The latter is in longstanding green livery whilst the former is in all over primer grey including the normally polished domes which looks a little odd.  However it has only recently returned to use after a heavy overhaul which included new power bogies (which have a required a £200k investment) so the grey is probably temporary.  It has also been converted to coal firing from oil burning and has acquired taller chimneys.  The railway determined some years ago that oil firing was no longer cost effective and so the locos are being converted back to coal firing on overhaul. The railway is now dependent on the Double Fairlies to operate the heavier services which dominate on the line.

Other locos were noted (possibly in steam) when passing Boston Lodge but identification proved impossible.  Shunting at Porthmadog was sometimes done by the service locomotives but later in the week the diesel Vale of Ffestiniog was seen and heard.

The most notable recent change at Portmadog is the widening of the Cob to provide room both for a new platform 2 which is used by the WHR trains and for a run round loop which is between the new platform and the road.  So the end of the Cob close to Porthmadog is now much wider and means that operating WHR is easier.  A detailed explanation of the works can be found here: http://www.whrsoc.org.uk/WHRProject/maintain/maintain-harbour2.html

On my previous visits to Porthmadog it always seemed to be a permanent traffic jam but the opening of a bypass for through traffic on the A487 in October 2011 has not only made it a nicer town to visit but also allowed the WHR to cross the road as it leaves Porthmadog Harbour station in a northerly direction but the crossing is completely ungated, merely protected by flashing lights and alarms.

Our first trip was on the Ffestiniog using the First Class coach / Observation car 100.  Comfortable and relatively new (built in 2007).  Observing a later train leaving Porthmadog it is surprising how far the steam trail from the locomotive can be seen as it heads towards first Boston Lodge and then Minfordd.  If staying in Porthmadog why not use the train to Minfordd and then walk to Portmeirion?  Eat in Castell Deudraeth at lunchtime and they give you free entry into the village for the afternoon.

The main climb is on the section to Tan-y-bwlch and the line runs through heavily wooded hillsides – the earlier justification of oil firing being to avoid starting fires can be understood.  The heavy storms of recent years can be seen at the moment to have uprooted many trees alongside the route, in addition to which the Forestry Commission is undertaking a lot of logging activity removing mature trees and replanting.  I caught my first Ffestiniog train at Tan-y-Bwlch many years ago, having walked up from the Oakeley Arms at Maentwrog – it does not look very far on the map but is quite an uphill slog!  Being 1975 my journey then was odd – a return to Dduallt and then single to Porthmadog.

The current trip carries onwards to Dduallt but now carries on around the spiral and the Deviation picking up the the original alignment at the top of the Tanygrisiau Reservoir at Tanygrisiau station.  A huge surprise to me was the line sweeping away majestically to the left as we pass through Glanypwll.  Part of the line towards Dinas was relaid in 1997 which allows access via another reverse into the new carriage shed.  Immediately after the junction for that there is a civil engineers yard and the original engine shed on the left has been reroofed and enlarged.

Our service trains now run to the joint station with National Rail which commenced operation on 25 May 1982.

No National connecting train awaits at Blaenau!  After a needed break for the driver, fireman and guard the engine (Earl of Merinoeth) runs round the 8 coaches and we are ready for the return journey which proceeds with slightly less firing activity as we are heading downhill.  Originally the downhill workings would have been gravity powered for the slate wagons and the railway does still demonstrate this from time to time.

Llangollen Railway

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The Llangollen railway was visited by joining the line at Carrog having stayed overnight in Llandrillo.  The parking at Carrog is immediately adjacent to the sidings where a couple of bookshops supporting various locomotives are stabled.  Much of the station building is in private ownership but there is a booking office and a tea room.  The owners must have taken some convincing to agree to the railway re-opening the station!

The current timetable is based on a presumption that the Corwen extension has opened which has not happened at the time of the visit. Consequently the train spends a long time at Carrog which is about 2.5 miles closer to Llangollen.  Once the extension to Corwen is open Carrog will no doubt become much quieter, so perhaps for the station owners the disruption is only temporary.  Parking in Llangollen close to the station is somewhat limited so travelling into the town is much easier, especially as we were already at the western end of the line.

Motive power on Friday 6 June was “Jessie” a Hunslet 0-6-0ST, works no 1837.  The loco is painted in a distinctive “Thomas” blue which is I suspect a major money spinner.  Passenger accommodation was 4 Mark 1 coaches in GWR chocolate and cream livery.  Quite a bit of holiday places change over in North Wales on a Friday and loadings are low and some other railways do not operate on Fridays because of this practice.

The line itself is a delightful wind through the green and very lush Dee valley not doubt driven by the heavy winter rains.  The river here is flowing eastwards from Snowdonia (rising near Dduallt) to the discharge at Chester Weir.  We leave Carrog at 12 00 and we head east as well.  Our trip in this direction is almost entirely down hill.  The run to Llangollen is about 7.5 miles.  We stop briefly at Glyndyfrdwy station.  After Deeside Halt we run very close to the river following its meanderings.

We pass through Berwyn Tunnel which at 689 yds is the longest single-bore tunnel on a preserved railway – not to be confused with West Hoathly (Sharpthorne) Tunnel on the Bluebell which is actually longer!  At Berwyn Station we are high above the river looking down on the Chain Bridge Hotel on the other side of the river which looks a good place to sit and watch the trains go by.

The extensive dmu resources held by the line are easily visible from the train as we approach Llangollen and it is best to sit on the north side of the coaches to enjoy the river views. The loco shed is believed to be at high level on the edge of Llangollen and other motive power was not visible. There are some new build projects based on the line.

The loco has to work much harder on the return journey as it is all uphill and must avoid stalling in the tunnel as that would be pretty unpleasant.

The old Corwen main station building and site survives mainly intact today, in private use as an Ifor Williams Trailers showroom since 1990.  The trackbed was infilled, both main building wings and the toilets demolished, and the central section rebuilt to accommodate a showroom.

The Corwen opening is dependant on completion of a new East Corwen station   Track is in place and ballasted so perhaps the opening will not be long – there are regular updates on that link.

Isle of Wight Steam Railway

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The Isle of Wight Steam Railway was visited on Tuesday 20 May. The one engine in steam was former Army Corps of Transport “Waggoner”, a Hunslet built ‘Austerity’ locomotive delivered to the Army in 1953 working on the Longmoor Military Railway. Ownership of the loco passed to IoWSR in May 2008. The Terriers A1X class W8 and W11 had both been in operation at the weekend as the cold ashes were being removed and cleaned generally.

The loco was hauling four well laden coaches nos S2416, 4168, 2403 and S6349 and it was noticeable that the trains were operating well loaded throughout the day. 2403 is noticeable for being the first bogie carriage with a disabled compartment, the coach was originally constructed in 1903. Whilst all described as LBSCR, 6349 was delivered in 1924 and is the “youngest” coach in Island service.

It was a first opportunity for this correspondent to see ‘Train Story’ a Heritage Lottery funded Rolling Stock Storage and Display Building. There are two introductory videos giving a brief history of Wight Locomotive Society and the preservation storyon the Isle of Wight. At the time of the visit one road was almost empty; no doubt this will soon be rectified. There is evidence around Haven Street of many future restoration projects in the form of grounded bodies. The quality of the output cannot be doubted.

Travel Details

Sandhurst      09:22
Guildford        09:47  /  10:04
Pomo Hbr       11:07 / 11:15
RPH               11:37 / 11:49
Smallbrook Jn 11:58 / 12:17
Haven Street    12:28 / 14:20 to Wootton
Smallbrook Jn  15:02 / 15:15
Shanklin          15:30 / 15:38
Ryde St Johns Road
RPH                16:42 / 16:47
Pomo Hbr          17:09 / 17:15
Guildford          18:15 / 18:26
Sandhurst        18:50

Mid Hants Railway

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A trip was taken to the Mid Hants Railway arriving at Alton by rail on 16 April for the simple cross platform connection into the Watercressline.  The full three train service was in operation and there was significant decoration to support the Thomas week.  Consequently four locos were in steam, 850 Lord Nelson waiting at Alton took us down to Alresford.

Currently on loan from the NRM and about two years left on the boiler ticket at present.  Later left Alresford behind 92212 owned by Jeremy Hosking which took us up to Ropley where the main Thomas activity was underway.

Thomas – in reality a Hunslet Austerity built in 1952 works number 3781 and originally a saddle tank; but now with side tanks to look a little like the E2 class which Thomas represents – hauls a coach and a brake van between the Ropley platform and yard, managing two return trips in the 40 minute service interval.  On the three train service trains cross at both Ropley and Medstead and Four Marks.

Return to Alton was behind Black 5 45379 (Mid Hants RPS owned) which judging by both the smoke exhaust visible as shadows on the ground and the noises being generated was steaming very well to breast the summit of the Alps before the drop down into Alton.  Virtually no sign of the former line to Basingstoke is visible.

Travel Details

Sandhurst    09:22
North Camp 09:33
North Camp walk to Ash Vale
Ash Vale     10:14
Aldershot change train
Alton          10:37
Alton 11:20 850 Lord Nelson
Alresford 11:59
Alresford 12:55 92212
Ropley 13:03
Ropley 13:43 45379
Alton 14:28
Alton 14:45
Aldershot 15:38
Ash 15:45
Ash 16:24
Sandhurst 16:39

Bluebell Railway

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I had the opportunity to visit the Bluebell Railway on 9 April, using the relatively new East Grinstead station having arrived by train for the first time.  The East Grinstead station is quite simple, a single platform with a run round loop with a Southern train stabled the other side of the fence.

A pleasant sight was waiting –  the beautifully restored Met set (with a couple of interlopers to cope with the traffic on offer) headed by H class (ex-SECR) 263 which was built in 1905.  The Met set looked fantastic in the sunshine and I had the opportunity to ride in Composites 368 (built by Ashburys in 1898) and 412 (built by Cravens in 1900) during the day.  Added to the rake was LCDR 3360 in SECR livery. The coach originates from 1889 and so is even older than the main Met set – it was in use as a bungalow before recovery and now provides wheelchair accommodation.  Most compartments were in use.

As it is currently a two train service the other loco in use was S15 847 hauling a rake of Mark 1 coaches.  847 gave a very nice performance as it entered Horsted Keynes from Sheffield Park easing off before some atmospheric sounds and exhaust as it came up the last of the rise. Similarly it delighted aurally ascending to Holden summit on the way to East Grinstead.

The volunteers around the line were welcoming – even those wandering past were giving cheery greetings and there are various guides around to help explain matters.  Also the coaches not in use at Horsted Keynes all look as though they have been the subject of extensive care and maintenance and the entire line looked a picture.

My first visit to the Bluebell was almost but not quite 50 years ago, I realised as I sat waiting for the next train at Horsted Keynes – so long that I cannot remember what was providing haulage then, but the photographic evidence implies small tanks – a far cry from the larger locos needed today.

What has changed dramatically are the facilities – much improved engine shed and even more the carriage and wagon repair shop at Horsted Keynes now allows the visitor to watch restoration in progress and has great explanatory photos of the items being rebuilt – in one case at least it seems little more than an underframe and a very large number of pieces of wood, together with video explanations.  Outside some of the completed work gleamed in the sunlight.

One oddity was that unlike most railways they did not appear to have available a current book or leaflet detailing the rolling stock collection; historically they produced such a document but perhaps they now feel that they provide more up to date information on the web, where I must admit the detail available on rebuilds on restoration is excellent.

Travel details:

Sandhurst     09:22
Redhill          10:25
Redhill          10:37
East Croydon 10:54
East Croydon 11:10
East Grinstead 11:47
East Grinstead 12:00
Sheffield Park  12:47
Sheffield Park  13:30
Horsted Keynes 13:45
Horsted Keynes 15:00
East Grinstead  15:26
East Grinstead  15:37
Sandhurst       18:21
At East Croydon Cross platform into Pomo Hbr / Bognor to Redhill
2 min connection into 16:32 to Reading due Sandhurst 17:35