A Bulleid Pacific On The "Severn Valley Limited"...

I don't think I've ever made any secret of enjoying a steam hauled dining train. The opulent experience of watching a locomotive exhaust drift steadily past your window whilst you wend your way through picturesque countryside over a three-course meal, topped off with a glass of red, is something to savour indeed. Today we were dining on the Severn Valley Railway, taking advantage of some vouchers I'd been given last Christmas. Their popular 'Severn Valley Limited' Dining Train began operation in 1978 and has since delighted countless stomachs and provided many miles of luxury travel whilst traversing SVR metals. I forget how many times we've sampled this train now; it must be over a dozen but I've lost count. What keeps us coming back is the professional set-up and the promise of a relaxed afternoon with steam. After a horrid drive through the rain to reach the SVR's terminus at Kidderminster, we wandered down the sodden pathway towards the station platforms. Bulleid Pacific No34072 "Taw Valley" was sat at the head of the 'Limited' stock; simmering nicely whilst steam heating the rake of chocolate and cream coaches...

As the rain and wind swirled around the train on this bleak November day, we hurried towards the coaches where we were met by the lady in charge. After giving our name we were kindly shown to our table of two, set for the meal ahead...

The departure was planned for 12:20 and, right on time, "Taw Valley" summoned a portion of her strength to move the five-coach train steadily away. As the train gathered pace Maisie was, as usual, incredibly impressed with my chat about the Bulleid pacifics and their glory days on the Waterloo to Bournemouth's...

The starters were served as we trundled steadily towards Foley Tunnel on route to Bewdley. I had a lovely red vine & tomato soup...

Unusually today we were seated on the right hand side of the train which affords a better view of the West Midlands Safari Park. The line runs adjacent to two of their large enclosures and we were afforded a grandstand view of their wonderful trio of African Elephants as they went about their Sunday business. At Bewdley the driver slowed the train so as to exchange single line tokens and we drifted through the station. Autotank No1450 and Pannier No7714 stood idle and damp in miserable conditions. After a lovely starter course we were treated to a very hearty helping of roast beef with all the trimmings. This was served a little later than usual...

An hour after leaving Kidderminster and having only stopped once at Arley to pass No2857, the train drifted into the base of SVR operations at Bridgnorth. There we alighted from the train; already stuffed beyond belief. The train waits here for around 30 minutes or so, allowing the passengers some time to visit the gift shop and take in a leg stretch. I managed to grab a shot of our dining coach: 1925-built Collett Restaurant Third No9654: as the train awaited its next path. I was only thinking on the way up that this was a very 'new' looking coach: turns out it was only finished in 2018 after a lengthy restoration. What a lovely piece of rolling stock...

The Bulleid Pacific was taken from the crew by some sort of prep crew, who duly proceeded to service the engine whilst the main crew took their lunch break. The engine was taken across to the shed for watering and coaling, with the express headlamp code still affixed following her earlier arrival...

We pulled up a pew on a platform bench to watch the JCB steadily replenish the coal supply whilst the bag was dropped into the 4500-gallon tender. The 'Shrewsbury Saloon' was on the rear of the 'Limited' stock today...

Now for some "Taw Valley" history. She was built in 1946 as part of the ultimately 110-strong class of West Country/Battle of Britain Class locomotives designed by Bulleid. A slightly smaller alternative to their larger sisters the Merchant Navy Class, these 'light pacifics' were afforded wider route availability due to their reduced weight. Originally streamlined with the problematic Bulleid chain driven valve gear and oil bath, sixty of these engines were rebuilt by BR in the 1950s. "Taw Valley" is a rebuilt example, with Walschaerts valve gear and no streamlining. A big engine for preserved railway use, twenty of the 'light pacifics' survive in preservation, mainly thanks to Barry Scrapyard. Bulleid's employment of steel fireboxes no doubt aided their escape from the cutters torch, with the lack of copper making them cheaper to purchase for the budding preservationists of the day. 34027 is in regular service on the SVR as one of their largest residents, and very nice she is too...

Sliding out of Bridgnorth's very busy three-road shed area (the origins of this phrase were born from a previous encounter here), the Bulleid was backed onto the train by the prep crew. The main crew duly returned to find their engine fully serviced, coupled up and ready for the off: it seems like it's an easy life on the Valley! Leaving Bridgnorth behind, 34027 warmed her three 16" cylinders and took the five-coach train steadily homeward. Interestingly, three times during the round trip she had to set back as she couldn't get on the move in the required direction from a start. I imagine these big Bulleid's are some handful though. We enjoyed a pleasant dessert followed by coffee and a mint on the return trip as we steamed along the sodden Severn Valley. All too soon however, following one last view of the elephants, we arrived back at Kidderminster where we bid farewell to the 'Limited'...

"Taw Valley" was wearing a Southern variant of the well known headboard...

A pleasant sight at Kidderminster was Class 40 D306 which used to be Gerald's old engine, as did 1306 "Mayflower". D306 "Atlantic Conveyer" was ticking away nicely, emitting steam from her steam heat boiler. It seems odd to think of a diesel still needing a boiler for steam heated coaches but that was how it was in the early days of transition. Maisie was enthralled by this chat too! Walking back towards the car in the rain, we reflected on another enjoyable outing on the 'Severn Valley Limited'. Always a pleasure. Thank you all, until next time, Sam...

Driving "Trangkil" for Statfold's First Halloween...

Tonight was another very enjoyable evening driving at the Statfold Barn Railway aboard Hunslet Brazil Class "Trangkil No4". Since Statfold adopted "Giant Miniature Weekend" in 2016, the events calendar has steadily grown and now includes a selection of more family-based events to compliment the outstanding enthusiast-focussed regulars. In recognition of their future strategy, the railway had elected to run six nights of Halloween specials marketed under the 'Steam and Scream' banner. Tonight was the first of these special events and involved two-locomotive operation on a top and tailed train. I'd given my availability for this turn a few months ago and was pleased to find that I was booked to drive "Trangkil" when the roster came out last week. I arrived at the SBR in good time for my 14:00 sign in: what a gentleman's turn that is! As I walked in, personal favourite Bagnall "Isibutu" was dressed for the occasion in the New Road platform. She would be a welcome ornament for arriving passengers...

Having signed in at the lamp hut and read the notices, I wandered out onto the shed frontage where I found the two rostered locomotives. "Fiji" and "Trangkil" were smoking proudly on the shed with their appropriate decorations...

My fireman for the evening: Ian: was gently bringing "Trangkil" around on a bright fire. Both engines were already well warmed in anticipation of this SBR 'first'. I had a good look around No4 before assisting Ian with the remainder of the oiling. Built in 1971 as the last steam locomotive constructed at Hunslet's Jack Lane works, she was exported to Trangkil Sugar Mill in north Java where she worked for over 30 years. The engine was rescued in 2004 and brought back to Statfold for restoration and regauging to 2ft: she was originally 750mm gauge. Surprisingly, the return of Britain's last steam locomotive met some resistance from enthusiasts who wished it to remain in its natural habitat. I think by now she would be razor blades if she'd remained and so the SBR should be commended for saving this important piece of Hunslet history. Oiling on "Trangkil" is arguably the easiest on any SBR engine, with ease of access provided by her workman-like Hackworth valve gear and marine rods...

Ian (SBR staff) had the job totally in hand and so I wandered off to grab a cuppa' from the Mess Room before returning to the engine. SBR volunteer and roving photographer Barry was aboard "Fiji" doing the brasses...

The evening had a simple three-train format, providing hourly services from Statfold Junction between 5pm and 8pm. The two locomotives would share the duties whilst top and tailing the three-coach train, which was made up of decorated Severn Lamb stock. As our off shed time neared, the clouds began to part and an impressive Autumnal sun shone down on our Friday night steeds...

At around 16:15 the yard shunt signal was given and the radio hailed us off shed. After a blast on the loud A4 chime whistle, I steadily drove "Trangkil" off shed and dropped down towards the signalbox. No4 doesn't have a steam brake and so I drive from the firemans side to work the handbrake. Soon enough, after emitting masses of condensate as she backed up, the engine was coupled to the expectant coaches in readiness for the first departure at 17:00...

Before the passengers began to arrive we had another short briefing and were instructed to go steadily towards Oak Tree and the balloon loop. There would then be a brief photo stop at Cogan Halt to admire the recently installed pirate ship and its haunting occupants before the journey to the Roundhouse continued. The first train was fairly well loaded and, around five minutes down, "Trangkil" departed Statfold bound for Oak Tree. By now the sun was setting nicely and No4 was definitely a picture as she simmered at Cogan Halt. What a lovely evening it was... 

The road ahead viewed through "Trangkil"s cab window from Cogan Halt...

Starting steadily out of Cogan Halt, "Trangkil" got the weight moving before barking loudly around the balloon loop. The last of the suns rays made the train glisten as we crept towards the stop boards and trailing points. Barry captured this Autumnal evening scene from the footplate of "Fiji"...

"A Sunlit Brazil" (Pic - B.Bryan)

Once out of the balloon loop, steaming well and pulling easily, "Trangkil" was well on her way. Approaching the foot of the bank with the reverser linked up one, the engine tore into the climb. The banks at Statfold are short but stiff and the weight soon hangs on the engine as the gradient sets in. No4 was certainly in good voice as we topped the climb with a blast on the whistle: a two-cylinder A4 maybe? Soon enough we were stabled at Oak Tree where the passengers alighted to see the decorated Roundhouse and enjoy the various activities on offer...

Leaving Oak Tree behind us, "Trangkil" accelerated away towards Statfold with the returning ECS. The light was fading as we arrived into the busy station at the terminus where hoards of expectant passengers awaited the 18:00 departure. "Fiji" would be in charge for this one and would need no assistance from us...

Down at the balloon loop the Brazil waits for the passengers to rejoin the train...

Ian had "Trangkil" pretty much singing to him all evening and she was a pleasure to be on. Even the front-most passenger was enjoying himself...

Returning to Oak Tree, a fair few passengers rejoined the train from the previous departure once our current load had alighted. The train then returned to Statfold in almost darkness where "Trangkil" became the lead locomotive once again. The 19:00 train was also well loaded and the station looked rather spooky as a simmering No4 awaited the "Right Away" from the Guard...

Departing only a few minutes down, "Trangkil" steamed into the gathering gloom. It's always a thrill driving a steam locomotive at night, whatever the size or scale. I don't know what it is but the footplate at night is a completely different place all together. After steaming through the darkness to Cogan Halt (or Hangmans Creek as it is currently known!) we stopped in the platform for the passengers to alight. The pirate ship by now was heavily illuminated and looked great, although my poor photography does it no justice. The passengers certainly seemed to be impressed...

From Hangmans Creek we departed towards Oak Tree where the same swap of passengers took place again. This time, once the engine was watered, we managed to water ourselves and grab a cuppa'. From the Roundhouse we departed back to Statfold where "Trangkil" had a storming run up the bank towards the Tram Shed curve. The engine was certainly working hard as she hauled the heavy train. It was pretty much standing room only on that run! Climbing up into the platform, "Trangkil" came to rest just north of the footbridge and was duly admired by departing passengers as they passed. The remainder of the evening consisted of three shuttle trips ("Fiji" down, us back) between Oak Tree and Statfold to ferry the remaining guests back to their cars. The last trip returned to Statfold just after 20:15 and No4 soon found herself on the turntable prior to returning to shed... 

Following stabling and disposal, we washed our hands and signed out after a great evening at the SBR. Thanks to the SBR for having me, thanks to Alex for rostering me and thanks to Ian for putting up with me as your driver. It was a very enjoyable evening on "Trangkil No4" and great fun to be part of Statfold's first Halloween. I for one really enjoyed the event and think it has real legs for the future. A great (and spooky) time was had by all! Cheers all, Sam...

Tyseley: A Pannier Tank Day...

Hi all. Today involved a pleasant and busy Autumnal volunteer Saturday at Tyseley Loco Works. I arrived at just before 10:00 and found some of the lads already gathering around the Mess Hut. The task for myself, Craig and Tony involved nothing but Pannier Tanks today. Following their recent stalwart efforts at the 'Tyseley at 50' event, both 7752 (L94) and 9600 required a thorough clean out. By 10:30 the Class 08 diesel shunter had been rudely awakened from its slumbers and sat rumbling away at the side of the shed creating air. Once she had enough to move off, the 08' rattled down onto the front of W7 Peckett No1 which was duly shunted onto the Pannier duo. Coupled up and ready to go, the Pannier pair were dragged outside into the cool morning air. The rearmost tank: L94: was soon stabled over the 'Five Road' pit...

I spent a lot of the open weekend preparing and driving L94 so it's never a chore to clean one out after you've made all the mess! Donned in disposable overalls in readiness for the filthy job ahead, we split the main tasks three ways. I volunteered to do the fireboxes whilst Craig took the ashpans and Tony the smokeboxes. By their very design, steam locomotives are self destructive in many different ways. As soon as you start using one it's wearing itself out! A thoroughly cleaned out firebox can save a lot of material damage as the water and ash mixture created by prolonged condensation offers no favours at all. I climbed up into the cab of the 1930-built 5700 Class before removing the protector ring which protects the firehole rivets. I can still get in one with the protector in (despite my growing bulk) but it does make life easier without it. Squeezing into a firebox isn't for the claustrophobic but a 5700 is like a bedroom in there compared to a small industrial... 

Once inside the box and settled on the bars amongst the dusty ash, you can crunch your way around and check the various fittings and features that make up the firebox. The tube ends, stays, stay nuts, joints, brick-arch and fusible plugs are all well within reach at this stage. 5700s don't have superheaters but they do have two large supporting flues. I tend to brush down the crown stays first, removing any accumulated muck which duly sticks to you like tar. The hotter you get, the more you sweat and the worse the dirt pastes itself on you! Though a dirty job, keeping the stay nuts clean around the box helps prevent burning away. Once the crown and sides are brushed down as well as the tubeplate and top of the brick-arch, I start removing bars to clear the old ashes into the ashpan. Removing the cumbersome firebars also allows access to the carriers which hold the grate up. A lot of ash tends to find its way down there and so it's always worth cleaning this area out.

Carriers clean, you can slowly replace the bars and then sweep down the final bits of ash that remain. By now it should be more than clean in there and fit for a fresh fire anytime. Leaving the firebox is just as much an effort as climbing in and I certainly groaned a bit on my way out. Underneath, Craig had been working away with the hose which had made its merry way through the bars on a couple of occasions providing an irritating but cooling shower! This is the romance of steam. Up at the front, Tony was using one of the many Henry hoovers to clean out the smaller ash remnants in the smokebox. I doubt the Henry designers ever foresaw this...

With the smokebox shut with a good seal, L94 was complete and ready to steam another day when required. The 08' was duly started up before I shunted the steam trio into the shed to drop the red Pannier back in her resting place. Tyseley's 1953-built Class 08 is one of the 996-strong class of 350HP diesel shunters built between 1952 and 1962. They are a fantastic thing to drive and operate, for a diesel I might add! I don't think there is anything really out there that could do a better job of shunting and, despite their years, many examples still remain in main line use for this purpose. With L94 stabled, the Peckett and Pannier pairing were dragged back out with younger sister 9600 taking the red engines place on 'Five Road'...

After a spot of lunch in the Mess Hut, we returned to the fine 1945-built black Pannier to repeat our swift cleaning operation. We spent a little more time on 9600, brushing down the fittings more so than usual as she will now be sitting for a while awaiting overhaul. It was sad to see her bow out of service at the open weekend as she is still, in my opinion, more than good as new. I repeated my firebox work whilst Craig washed out the pan and its hideous cargo of ashes...

Tim & Tony then repeated the smokebox work, finishing up our Pannier Saturday. I was then instructed to fire up the Class 08 once again in readiness for the final shunt of the day. The sky was now blue and the afternoon sun shone...

Having dropped little and large back into the shed and stabled the 08' outside, efforts turned to larger Castle Class 4-6-0 No7029 "Clun Castle". Eventually I left Tyseley at around 16:45 after an enjoyable and very worthwhile day volunteering at 84E. Roll on the next time. Cheers all, Sam...

The Bluebell Railway 'Golden Arrow' Diner...

Recreating the magic of the bygone age of steam is a task which preserved railways fulfil in many ways, from using period locomotives and carriages to restoring appropriate signalling and authentic station buildings. However, one of my favourite ways to take in a preserved railway is on board a steam dining train: I don't think there is any better way to travel, except maybe on the footplate! Tonight we were booked aboard the Bluebell Railway's lavish 'Golden Arrow' Pullman train and what a delight it was. I had been given vouchers towards this experience for Christmas the year before last but, with the Bluebell nestling down on the South coast, we'd only just found the chance to use them! Having made our first visit to this pioneer preserved railway during the day and ridden behind S15 No847, we returned to our hotel to freshen up and prepare for our evening out. The Pullman departure was scheduled for 19:30, with diners advised to arrive at least 30 minutes prior.

The Bluebell's 'Golden Arrow' is a salute to the famous boat train which ran between London Victoria and Dover for the Southern Railway. Passengers would leave the Pullman train at Dover in readiness for their ferry crossing to Calais in France. The service was introduced in 1929 and survived until 1972, by which time it was electric hauled. We arrived at a drizzly Sheffield Park station at just before 19:00 and, having had our tickets checked, wandered out onto the quiet platform where the train of immaculate Pullman cars awaited us...

The train was made up of four vehicles: two Pullman's, a BR Mk1 restaurant car and an interesting 1938-built LMS three-axle BGZ. "Fingall" and "Christine" are the Pullman cars, built in 1924 and 1928 respectively. When you book for the 'Golden Arrow' you can choose your coach, subject to availability. We rode aboard the North York Moors Railway's fabulous 'Grosmont Pullman' the summer before last and had travelled in a 'proper' Pullman then: Car No79. We enjoyed the opulent experience and so I decided to book "Fingall" for tonight. She is a First Class Kitchen car, originally built for the Yorkshire Pullman. The furnishings looked incredibly elegant as we peered through the window on this wet and windy night...

Somewhere around the yard our locomotive for the evening was shuffling about but we didn't initially see her. Soon enough, with preparations made, the waiting staff: all clad in sparkling white uniforms: appeared at the doorways of their respective coaches. We joined "Fingall" and were led through the immaculate coach to our table...

Our lamp-lit table for two was perfectly set for the evening of fine dining ahead...

Right on time, with a full compliment of expectant diners, the 19:30 'Golden Arrow' moved away from Sheffield Park in a cloud of steam. Leaving the light of the station behind the train moved into the darkness of the Sussex countryside on route to Kingscote via Horsted Keynes. The starter: a tasty soup: was served on this outward leg as we enjoyed the ambience over a pleasant bottle of Merlot. Please don't take any of this as our usual lifestyle: we live like Kings but only occasionally! The locomotive laboured the train up to Kingscote before running past our window and onto the rear of the stock. We then returned to Sheffield Park whilst the main course was served. The hearty roast beef with all the trimmings was just what the doctor ordered...

For the second round trip of the evening the locomotive made the full 11-mile run to East Grinstead, by which time we'd enjoyed our desserts and our frivolous cheese board. Some diners alighted at the Bluebell terminus before the engine ran round and continued the final run back to Sheffield Park through the damp gloom. Myself and Maisie sat at our table stuffed beyond belief. What a wonderful meal and another great experience, enjoyed in full Pullman luxury with service to savour. All too soon however it was time to leave our steam heated haven and head out into the rain, watched off the train by the still immaculate waiting staff. Our locomotive was simmering in the rain outside. She was SECR O1 Class 0-6-0 No65 of 1896-vintage; a venerable old lady and the sole survivor of a class of 122...

It had been a pleasure to listen to the 18" cylinders on this fine old machine working away for the evening hauling our train. You also need to have respect for the crew, travelling tender first on a foul night like this! Overall the Bluebell's 'Golden Arrow' offered another fantastic experience: great food, great service and Pullman Car's from an age of opulence long since gone. We enjoyed everything about it and would definitely recommend it. Thank you all for reading. Until next time, Sam...

The Bluebell Railway...

Across the preservation world I think we can all agree that the grandfather of standard gauge railways is undoubtedly the Bluebell Railway in West Sussex. Throughout my time in this hobby we've visited several lines of various gauges but the Bluebell has always remained on the top of the hit list. At last, today, we made our first visit to this preservation pioneer. Reopened in 1960, the line now operates for 11 miles between Sheffield Park and East Grinstead, passing through Horsted Keynes and Kingscote on route. Thanks to its early beginnings, the railway has an arguably unsurpassed collection of locomotives and carriages which were my main reason for visiting. We'd booked to travel on this evenings 'Golden Arrow' dining service at 19:30, but decided to take a daylight round trip too to see the railway in its entirety. After a horrible drive down through pouring rain, we arrived at the picturesque station of Sheffield Park at around 11:45, in plenty of time for the next departure at 12:15...

It turned out that our 'Golden Arrow' tickets also allowed free travel on the daytime services which was a nice surprise. As we wandered onto the platform the recently arrived train from East Grinstead was just unloading. Up at the front (or now the rear) was No847: a 1936-built S15 4-6-0. The S15's eventually numbered 45 engines, built between 1920 and 1936. 847 is a Southern-built example and is the youngest of the seven in preservation. What a nice old engine...

Whilst we watched, 847 moved around the train to reach the water tower. The road was already given in readiness to run round onto the waiting stock for the 12:15...

Having purchased a snack from the station buffet, we boarded a wonderful pre-grouping coach right behind the locomotive. No1098 is a 'Hundred Seater' coach built for the South Eastern & Chatham Railway in 1922. The amount of time and effort that must have gone into restoring this one coach alone was very impressive. The whole rake was immaculate and they all had interesting pedigrees. We had a compartment to ourselves on this non-corridor coach which was most pleasant. Right on time, at 12:15, the S15 summoned her strength to depart Sheffield Park...

The ride was a steady amble through the sodden fields of Sussex, passing small farms and quiet hamlets. The S15 was certainly in good voice as she climbed Freshfield Bank towards Horsted Keynes with her vintage coaches in tow...

At the beautiful station of Horsted Keynes there was a short break whilst 847 awaited a path towards Kingscote: the next down train hauled by the BR Standard 5 "Camelot" was running 5-minutes late. This gave a chance to photograph the engine...

I love how chunky everything is on LSWR designs: they're built like tanks! Robert Urie was the designer of the S15, with the class receiving modifications under his successor Richard Maunsell. Maunsell reduced the cylinder size by 1/2 an inch to 20.5" and upped the boiler pressure from 180psi to 200psi. He also gave them outside steam pipes which improved steam flow to the cylinders. With the success of his modifications, the S15's became better performers and 847 herself is part of the third batch. Predominantly a freight engine, they became known as "Goods Arthur's", thanks to their similarity to the N15 Class. I think they're lovely things...

I particularly like the lined out Southern livery applied to 847... 

Eventually a BR chime whistle was heard on the breeze and the large tender of "Camelot" was spotted through the drizzle, approaching the station. I jumped back into our coach before, following the exchange of single line tokens, 847's ejector roared into life and the Guard gave the "Right Away" for Kingscote and East Grinstead. The S15 lumbered on through the rain, gently thumping the train showing off her freight engine characteristics. It was lovely to listen to her thumping up the hills. The rain was pouring as we arrived at the terminus station of East Grinstead, opened to services in 2013. The Bluebell had to dig through mountains of spoil to get there, thanks to the trackbed being used as landfill following its BR closure. Fair play to them: a fantastic effort. The new station rests alongside the Network Rail equivalent. 847 ran round here in the rain as many umbrella-wielding passengers ran for the cover of the coaches...

From East Grinstead, 847 took us steadily back through the rain to Horsted Keynes via Kingscote. I wish we'd have had more time today. It would have been nice to get off and explore this fabulous station. What a beautiful set-up it looks. Here we awaited "Camelot" once again for a path to return to Sheffield Park...

A sodden "Camelot" soon rolled in before we departed...

One thing that surprised me about the Bluebell was the sheer number of locomotives sitting outside with no cover. At Horsted there were a U-Class mogul, a West Country class pacific and the unique North London Railway tank (of Cromford & High Peak Railway fame) all rusting silently in the Autumn rain. It was really sad to see. Back at Sheffield Park there was a Standard 4MT tank and little Terrier "Fenchurch". I hope one day they can get some covered storage for all of their engines, although judging by the massive size of the collection it may be difficult...

We wandered across the footbridge to see 847 couple up to the next departure and then had a quick look in the impressive railway museum...

The wonderful rake of coaches is seen awaiting the off in the rain. Lovely...

The only sad part about our visit today, in a way, was that the usually open engine shed at Sheffield Park was closed for refurbishment into a new exhibition hall. We did view little "Stepney" (the Terrier which starred in Thomas the Tank Engine) through the window but that's all we could see. We'll have to return again to see the rest! Other than that though it was a fabulous first visit and this place has definitely impressed me. Even in the rain it offers a professional, enjoyable and interesting day out. A really great set up indeed: I wish it was closer to home! The Bluebell is everything a well run preserved railway should be. Thank you all for reading, although my post can't hope to do this railway justice. Cheers all, Sam...