No 30541. Built in 1939. Arrived at Bluebell 1978. Owned by the Maunsell Society. The volunteer Loco Workshop Working Group carried out the overhaul of the loco, beginning in July 2011. The overhaul was delayed due to maintenance of the current fleet, but it returned to service in April 2015 after a few minor problems emerged and were rectified. Boiler ticket expires in February 2025.
No 847. Built in 1936. Arrived at Bluebell 1978 and owned by the Maunsell Locomotive Society. It returned to service following its latest overhaul in December 2013 after being out of service for 16 years. Boiler ticket expires in November 2023. The loco is now a stable member of the running fleet after numerous adjustments and repairs especially to its regulator control rod.
No 263. Built in 1905. Arrived at the Bluebell in 1976, and returned to traffic after its latest overhaul in July 2012. Boiler certificate expires in May 2022. Initially some light repairs to the axleboxes delayed the locomotive entering regular service, but these issues have now been fixed and mean 263 is now a stable member of the fleet.
No 323 Bluebell. Built in 1910. Arrived at the Bluebell in July 1960 as the second locomotive purchased from British Railways. The locomotive returned to steam in March 2011, painted in its unique 'Bluebell Blue' livery. Boiler certificate expires in 2021 and is often seen running in tandem with fellow P class no. 178.
No. 3 Baxter. Built in 1877. Arrived at the Bluebell in August 1960. The engine returned to steam in August 2010 and is frequently used for shunting and for various tasks around the line. Baxter was fitted with vacuum brakes during 2011 to enable its solo use on passenger stock for the first time. In 2014 the engine starred in the movie Muppets Most Wanted, known as Randy Stevenot No. 3 with some American attachments. Boiler ticket expires in July 2020.
No 178. Built in 1910. Arrived at the Bluebell in 1969. Returned to traffic on 27 February 2010 following extensive overhaul. The locomotive has been restored to full SECR goods livery and occasionally carries the name Nettle (a reference to the names of the other P class tanks based on the line Bluebell and Primrose). Boiler certificate expires in February 2020. Sadly in late 2014 after 4 years in ticket the locomotive failed with issues with its cylinder block after a repair which failed it was found that the cylinder block has the same crack since when it arrived in 1969. 178 is now on light duties only but is in service.
No B473 (formerly known as Birch Grove). Built in 1898. Arrived at the Bluebell in 1962. B473 returned to service in January 2010 in 1920s Southern Railway livery following overhaul. The locomotive returned to service in August 2014 after repairs to the firebox were completed.
No 592. Built in 1902. Returned to traffic on 8 October 2007. Arrived at Bluebell 1970. After some initial teething troubles, mostly concerning a broken tender spring, the locomotive has become a reliable performer. Boiler certificate expires May 2017 although the locomotive may be withdrawn earlier dependent on the condition of the cylinder block. 592 was prematurely withdrawn from traffic in September 2012 due to a lack of power resulting in the fitting of a new cylinder liner, and a return to service was made in August 2013. A further withdrawal was made in late 2014 for boiler repairs to be carried out, and 592 returned to service in April 2015.
No 1638. Built in 1931. Arrived in 1980. Returned to service for the first time in 42 years in February 2006. The boiler ticket expires in January 2016, but due to running a higher than average mileage may be withdrawn in 2015 especially when the copper is showing signs of life expired . 1638 has had many troubles during its time in service mainly concerning the firebox & had to go back in the works several times, causing pressures on the existing work and fleet. The U class had a copper welding repair to its firebox in November 2013 and is back in service but the technique is new to the railway and they won't know how long it will last in service for.
Undergoing overhaul, repair or restoration
No 27 Primrose. Built in 1910, last worked in 1974. Arrived at Bluebell 1961. An overhaul was prepared and started in 1978 with the loco being dismantled, but it was paused for over 30 years due to the overhaul and maintenance of other locomotives. The overhaul is currently restarted and being undertaken by the Villas Team with support from the Fenchurch Fund. This is likely to be a long term overhaul similar to those carried out on 672 and 178 due to the poor condition of the locomotive, it having been stored in pieces for many years. It is hoped to have the locomotive in steam in time for the 100th Anniversary of the end of The First World War in 2018.
No 928 Stowe. Built in 1934. Arrived at Bluebell 1980. Last worked in 1991. Owned by the Maunsell Locomotive Society. An examination of the locomotive has shown that a new inner firebox will be required at a cost of up to £75,000. 928's tender has undergone a major rebuild in recent years. As of January 2013, The Maunsell Locomotive Society have raised enough to make a start on the overhaul of Stowe in 2013 after the funds from U Class 1618's loaned tender to the Mid Hants were given to 928's overhaul funds. The boiler tubes, cab fittings & smoke deflectors have been removed prior to overhaul. In late February 2014, the boiler was lifted from the frames.
No 34059 Sir Archibald Sinclair. Built in 1947. Arrived at Bluebell 1979. Relaunched and renamed on 24 April 2009, and entered public service the following day, after a ten-year rebuild from Barry condition. 34059 was the first rebuilt Battle of Britain Class locomotive to steam in preservation. 34059 was withdrawn from traffic in October 2011 with firebox problems. Remedial work on the boiler (thought to take around 9 months) has commenced with the boiler being lifted and taken to Crewe for work to commence. Once this work has been completed the engine should return to traffic quickly, with a new ten year boiler ticket.
No 73082 Camelot. Built in 1955. Arrived at Bluebell 1979. Withdrawn in 2005 for a ten-yearly overhaul, the Camelot Locomotive Society have dismantled the locomotive and the boiler is awaiting space in the works, while the frames are being worked on inside the works by members of the society. It is hoped that the engine can be back in service again in 2015. The locomotive's overhaul has been delayed due to maintenance of the current locomotive fleet, although some work has been carried out by the 9F Club. The boiler returned from Crewe following overhaul in early 2015 and has now been returned to the frames. 
No 84030 (formerly 78059). Recovered from Barry scrapyard without a tender in 1980. the tank version of this design was a typical BR(S) engine. None of the original Standard Class 2 tank engines (84000-84029) survive, so this conversion will create the sole representative of the class. Reconstruction as a tank engine is well under way, with work currently focused on the frames, to which the new extension has now been welded. It is hoped the loco will be finished by 2018/2019.
A replica of No 32424 Beachy Head (Brighton, 1911) is under construction at Sheffield Park. Work on the frames is currently under way with new holes being drilled into the tender frames. Re-tubing of the boiler is also in progress. As of April 2013 the cylinders, bogie and trailing wheels had been fitted and the driving wheels had been delivered. As of June 2014 the main driving wheels have been fitted & motion & frames completed. The loco may enter service by 2018.
No 641 Sharpthorn. Built in 1877. Arrived at Bluebell 1982. Used by the contractors in the building of the original Lewes and East Grinstead Railway (now the Bluebell Line) in the early 1880s. On static display at Horsted Keynes Station. As of August 2014, plans for a cosmetic restoration is in progress.
No 672 Fenchurch. Built in 1872. Arrived at Bluebell 1963. Returned to traffic in 2001 after a rebuild. This engine was withdrawn at the end of January 2011 following expiry of its boiler certificate and overhaul is not likely any time soon given the large number of small tank engines currently in service. Overhaul is expected to start after P-class No.27 is completed. In September 2012 the locomotive celebrated 140 years since being built at Brighton Works in 1872.
No 55 Stepney. Built in 1875. Seen by many as the flagship of the fleet, as the first locomotive to be permanently based on the line in May 1960. The engine was relaunched into traffic in time for the 50th Anniversary of her arrival on the line on 17 May 2010, emerging in the black livery she wore during the 1960 season. The engine requires a full overhaul at some point in the future, including a new cylinder block. Withdrawn from service in March 2014 after her main steam pipe failed. She is currently being cosmetically restored back into LB&SCR improved engine green livery.
No 96 Normandy Built in 1893. Arrived at Bluebell 1978. Boiler ticket expired in 2006. Funds are now being raised by the owning society, and it is hoped that any overhaul may commence after 34059 Sir Archibald Sinclair is complete & the good condition of the loco is established. Owned by the Bulleid Society. The need for this locomotive has become less with the acquisition of a small diesel locomotive for shunting duties and the use of other tank engines for the steam shunts.
No 488. Built in 1885. Arrived at Bluebell 1961. On display at Sheffield Park. Work on this engine is unlikely to commence for some time due to the need for a new boiler barrel. However, the completion of LSWR Coach no 1520 could push the engine further up the overhaul queue. The locomotive is thought to require at least a new boiler barrel (if not a new boiler entirely) and possibly new wheelsets, which given the unique nature of the locomotive will be an expensive business.
No 65. Built in 1896. Boiler ticket expired on 7 July 2009. An overhaul is intended to begin after No 73082 Camelot is complete, as the locomotive is seen as a reliable, and remarkably powerful, performer, as well as one which will complement the other SE&CR engines currently in traffic. In August 2013, It was announced that 2 Boilers would be sent away for overhaul, including that of the O1. Thus the overhaul will start very soon, and is not expected to take long as fortunately the rest of the engine is in very good condition. The Bluebell has sent away a spare H class boiler to get overhauled for the O1 making the overhaul easier.
No 58850. Built in 1880. Arrived at Bluebell 1962. Last worked in 1993 & is awaiting overhaul. Was on display at Barrow Hill Roundhouse until 2006, when it was moved back to the Bluebell with a view to a quick overhaul to replace 96. However, with the work required being more extensive than originally thought, it has yet to receive any major attention. The overhaul will require a new firebox to be fitted.
No 9017 Earl of Berkeley Built in 1938. Arrived at Bluebell 1963. Returned to traffic in November 2003 after an overhaul which included a number change from 3217. In March 2009 she was repainted into BR Black. In 2010 the loco was withdrawn with leaking tubes, these were repaired and 9017 later returned to steam. However, the condition of the firebox saw this locomotive withdrawn in June 2011 two years before the expiry of her boiler ticket. This locomotive has been considered the next medium-sized locomotive to be overhauled, the extensive work carried out during the previous overhaul rendering this a relatively straightforward job. Her tender was loaned to the Gloucestershire Warwickshire Railway in 2014 for use behind GWR 7800 Manor Class No. 7820 Dinmore Manor until her own's overhaul is completed.
No 1618. Built in 1928. Arrived at Bluebell 1977 from the Kent & East Sussex Railway. Last worked in 1994 and is on static display awaiting a ten year overhaul. With classmate 1638 in traffic and in better mechanical condition, 1618 has slipped down the overhaul queue. Its tender was loaned to the Watercress Line in 2010 as a replacement for classmate 31806's, which was heavily damaged in a fire at Ropley. The tender was returned to the Bluebell in mid-2011, 31806's having been repaired. 1618 has been painted in lined BR black livery as no. 31618, so it will match its tender and to smarten the appearance of the engine up. The overhaul is not likely to start until the work has been completed on 541 and 928, and even then 1638 may be given priority.
No 30064. Built in 1943. Arrived at Bluebell 1973. Withdrawn 1983. Painted in WD grey. Currently on static display awaiting overhaul, with no imminent plans to return her to steam. 30064 was moved to Horsted Keynes to make way for the Woodpax project. The loco will need several modifications to make it run again, and is thought to be an unlikely contender due to an apparent propensity to damage the track.
No 21C123 Blackmoor Vale. Built in 1946. Arrived at Bluebell 1971. Returned to traffic in 2000. Withdrawn two years early in June 2008 following repeated failures and firebox problems, and is currently out of ticket awaiting overhaul, a new firebox will be needed at the locomotive's next overhaul, which should cost around £150,000. The Bulleid Society have purchased new thermic syphons, as the first stage in obtaining the components for this work. The overhaul might start once Normandy 96 is complete. Owned by the Bulleid Society.
No 75027. Built in 1952. Arrived at Bluebell 1969 as the Bluebell's first large engine. Withdrawn February 2007, shortly before the expiry of her boiler ticket, following a number of small failures. The engine is currently on display at Horsted Keynes while awaiting overhaul to free up space at Sheffield Park. The engine may be looked at when work on 73082 is complete with regards to possible overhaul. Some cosmetic work has been undertaken at Horsted Keynes with a full repaint to smarten the appearance of the engine while exposed to the weather currently underway when time permits.
No 80064. Built in 1953. Arrived at Bluebell 1984. Last ran in 1991 and awaiting a heavy overhaul. The main thing that has prevented its overhaul is the need for copper welding in the firebox. However, there is a chance for it to go in after 80151, for the required copper welding may become possible in-house on the Bluebell, making the overhaul more feasible.
No 80100. Arrived at Bluebell 1978. Awaiting major restoration from Barry Scrapyard condition. Unlikely that a start will be made on restoration in the foreseeable future, at least until 84030 enters traffic.
No 80151. Built in 1956. Arrived at Bluebell 1998. Returned to traffic in 2001. The engine was withdrawn prematurely in late 2010 with leaking tubes. Boiler repairs were carried out in early 2011 and the locomotive returned to service. 80151 was finally withdrawn from traffic in May 2012 following expiry of her boiler ticket. In March 2013, 80151 and 488 was taken to Horsted Keynes for display for the opening of East Grinstead, 80151 was numbered temporary as 80154. 80154 was the loco which hauled the last passenger train from East Grinstead to Lewes in 1958, and was almost saved for preservation on the Bluebell. The overhaul of 80151 is due to begin upon the completion of 30541, with new tyres already being manufactured elsewhere. The boiler is believed to be in very good condition, and consequently the overhaul could take less than a years work.
No 92240. Built in 1958. Arrived at Bluebell 1978. Withdrawn in December 2002 due to deteriorating tubes. This locomotive, along with 75027, was moved to Horsted Keynes for display in early 2010 to allow space at Sheffield Park to be used to store stock during work on the Woodpax project. There are no plans for an imminent return to steam, however the locomotive remains an option should a large locomotive be needed, with work required on the engine's firebox and front tubeplate. As with 75027, cosmetic restoration at Horsted Keynes began, and in April 2015, the locomotive returned to Sheffield Park. If overhaul were to start soon, it would likely take only a short time to complete given the good mechanical condition of the locomotive.
No 24 Stamford. Built in 1927. Arrived at Bluebell 1969. Based since 1998 at the Rutland Railway Museum. As an engine which doesn't fit in with the rest of the Bluebell collection, return is unlikely in the immediate future.
No 09018. Bought by a consortium of locomotive department volunteers, 09018 is on loan to the railway on an "at-cost" basis where the railway hire it until the members receive their funds back. The 09, being higher geared than the 08, will, in time, replace 13236, the higher gearing also allowing it to be used in emergencies on passenger services at 25 mph, a role it undertook for the first time during summer 2013.
Works no. 10241 and built in 1966, although technically built after the company became Rolls Royce owned. The locomotive was rebuilt by Thomas Hill in 1973 following accident damage. This engine was acquired by the Bluebell in 2010 as a replacement for the hired-in 08, for use primarily as Horsted Keynes carriage works shunter. This is the first diesel locomotive ever to be owned outright by the railway. Since arrival this loco has been painted in a green livery, and is known by Bluebell volunteers as 'Skippy'.
No 957, petrol-engined locomotive. The restoration, the longest running on the railway, of the locomotive was completed thanks to the Alf Brown group. The locomotive was run for the first time at the 50th Anniversary celebrations in August 2010. The locomotive has not been used since as it is lacking in power.
4-Vep unit 3417 "Gordon Pettitt" is currently stored at Clapham Junction following a broken pickup shoe. The unit, contrary to some belief, has not been sold and remains in Bluebell ownership, although its future at the railway is unclear. However, the unit does form the potential for future third rail operation on the line toward Ardingly or to be used as extra stock in Push-Pull formation with Class 33 33103. 3417 has worked push-pull with a Class 73 electro-diesel on shuttle services south from the Bluebell's newly built East Grinstead station to Imberhorne Tip prior to full opening, and has become a "roving ambassador" for the line at various diesel galas on former Southern Railway lines such as those at Swanage and Alton. Repainted by SWT in 2004 in BR Blue. Built in 1967. In 2014 maintenance work commenced at Ilford.
The eventual plan is to put together two complete 4- or 5-coach sets of LBSCR and LCDR carriages. It is acknowledged that this will take many years, but three carriages are already in service with another three under overhaul. Most of these carriages have been rescued as grounded bodies from within bungalows or on farms. Underframes for many of them are (or will be) provided by shortening SR passenger-rated van underframes.
Built in 1894. Stored awaiting major restoration, but the underframe has received some attention. This coach was formerly used as a breakroom by the 'Alf Brown Gang'. Unlike any other LCDR six-wheelers, its original six-wheeled chassis is still intact, and eminently restorable.
Built in 1889. Basically identical to 114. In 2009 the carriage gained public support in an appeal on national television for funds toward overhaul, including provision for disabled passengers, something at the time unavailable on the line's vintage trains. It has now entered service in use with the other 4 wheeled coaches, painted in SECR livery as 3360.
Built in 1897. Under restoration in the carriage and wagon workshop at Horsted Keynes. This was a grounded body, and will be mounted on a two-axle underframe. The end result will provide a carriage similar to other ex-LCDR six-wheelers used on the Isle of Wight by the SR.
Built in 1881. Undergoing restoration, a new underframe has been found and the structure is complete. Some new framework for the compartment end is coming together and is being fitted to the coach chassis. Work on reassembling the brake end framework is under way. Expected to work with 661 once finished.
Built in the early 1850s (1850–52) as a Luggage Brake Second and later downgraded to a Brake Third. Withdrawn from service by 1888 and sold c1901. Salvaged from a house in Battle on 26 August 2009. Awaiting restoration. Recently[when?] seriously damaged by fire.
The operational coaches of this type form a set of coaches which have operated over recent years as the Bluebell's regular Vintage set. The Bluebell possesses one of the largest collections of these types of carriage in the world.
Operational. Built in 1910. The carriage was relaunched into traffic in April 2010 following major rebuild from departmental use. The carriage has been finished in LSWR livery.
The restoration of 1520 in LSWR livery may see LSWR NO. 488 restored to traffic sooner to match the carriage, which it was matched with for a photo shoot at Sheffield Park shortly after 1520 was completed.
Built in 1923. Withdrawn from traffic in 2007 for what was hoped to be a quick overhaul. Examination revealed a much heavier amount of work was required on the carriage's side panels and underframe, as well as a need to replace rotted sections of the roof and internal partitions, as well as re-trimming of the seats. The carriage is tarpaulined over awaiting money to be sourced for work to continue.
Built in 1912. Awaiting restoration with the roof requiring major attention. The interior will need to be reconstructed from scratch, but fortunately this is fairly plain and should be straightforward, Eventually to be part of a planned Birdcage train in the future.
Four carriages built in 1898 and 1900 for use out of Baker Street station in London. Initially steam hauled, later used in electric trains, reverting to steam haulage on the Chesham branch in 1940. Purchased by the Bluebell Railway in 1961, and used until withdrawn in the late 1960s in need of major attention. Now returned to service and are unique as a close-coupled set of vintage carriages. The restoration team were the recipient of the Heritage Railways Association's award as overall winner of their 2006/7 carriage competition.
Built in 1900. Returned to traffic in 1999 after rebuild and in use with other Victorian coaches. As one of the end vehicles of this close-coupled set, the carriage was tackled first, along with brake coach number 387. Received major rebuilding to remove the driving cab added in the 1930s when the set was converted to electric operation.
Built in 1898. Returned to traffic in 2002 after rebuild and in use with the other vehicles in the set. This vehicle was in the worst condition of the four, but was tackled third, since had it been left until last it might never have been done! In the 1960s it was the first of the four to suffer from a leaking roof, and was withdrawn from service. A start was made on dismantling it, with the idea being to use the underframe for a rail-carrier. Consideration was given to burning it as a publicity stunt to raise funds for a new carriage shed. However the body, riddled with dry rot, survived, being stored in the dry once the carriage shed was built in 1972, so saving the vehicle for its eventual restoration.
The carriages designed by Richard Maunsell for the Southern Railway had a restrained elegance. In preservation terms they provide a superb vintage experience for the passenger, whilst as corridor vehicles they also offer access to more modern facilities. In addition to those preserved on the railway, the Bluebell also has the underframe of coach 3725 and the bogies from several other coaches that were converted to Carflat wagons in the 1960s. For more information see SR Maunsell carriage
Built in 1935. In service and used on passenger trains. This coach is unique in preservation, and was restored from stripped-out departmental condition, in part thanks to parts stripped from identical No 1306 when the latter was in a scrap yard. On restoration in 1984 it won the first ever ARPS (now HRA) "Coach of the Year" award. In 2014 it remains in regular service with minimal further work having been required in the interim, although due a re-trim of seating which should occur during 2014.
Built in 1931. Undergoing overhaul and conversion back to original condition, after a BR rebuild and subsequent departmental conversion. The interior is nearing completion and the doors have had all their timberwork overhauled and fitted.
Built in 1930. Stripped out and rebuilt for use on Chipmans weed-killer train. Stored awaiting restoration, following use as an exhibition vehcile. During its eventual restoration it may be converted into a wheelchair-accessible coach on passenger trains.
Built in 1933. Out of service awaiting restoration. Its buddy was affected by dry rot before it arrived on the Bluebell, and this has not been compeltely eliminated. It's planned that 4444 will donate its underframe to the better-condition 4441.
Built in 1939. Stored awaiting restoration but it has been given low priority as it's not a passenger carrying vehicle. TPO 4922 was purchased in 1977 on the merit of having a complete interior and was restored to running order in 1980. However the paint failed to adhere to the galvanising, and so 4922 was placed in storage in 1984. It remains low on the railway's list of priorities since it has a low passenger capacity.
Built in 1930. Stored awaiting restoration. Purchased in 1989 from Chipmans as part of CWT Set 8. This carriage has had its roof recovered but it was found the previous roof covering had been damaged and allowed water ingress. The carriage will require replacement cant rails and eradication of dry rot as part of its restoration. It's considered to be one of the gems of the Bluebell's Maunsell fleet.
Built in 1929. Stored awaiting a fairly major overhaul particularly at the brake end. The carriage has recently been repainted into Bluebell Blue livery to be partnered with Stepney as part of the 50th Anniversary celebrations. This carriage also featured in a limited edition Hornby pack bought out for the 50th Anniversary.
The 1940s Southern Railway designs of Oliver Bulleid produced a very clean, modern-looking carriage, many of the features of which were perpetuated in the BR standard (Mk. I) designs. The Bluebell's collection contains examples of SR built, Contractor built and BR built carriages. It is unfortunate that none of the shorter, early Bulleid designed carriages have survived.
Built in 1947. In October 2009 the carriage began to receive a major overhaul which will include work on the bodywork and floor. Owned by the Bulleid Society.
British Railways standard steam stock (Mk.I)
The staple of most preserved railways, on the Bluebell Mk1s only form a proportion of the operational stock. They are a durable design, representing in many ways the culmination of traditional carriage design in the UK, prior to the introduction of monocoque techniques.
Built in 1957. Awaiting Overhaul, which is intended to start once 21246 is complete. The intention is that once 4754 has entered traffic, the more modern-looking 4957, which is in need of refurbishment, will be offered for sale.
Built in 1962. In service and used on passenger trains, but only when the railway needs the additional seating capacity. This is due to the inferior quality of the interior compared to other carriages, which is a result of it having been refitted to serve as a classroom on The Travelling College in the late 1980s. The intention is that once 4754 has entered traffic, this coach, which is in need of refurbishment, will be offered for sale.
Originally SER Drawing Room Car No.33, of 1891, becoming a Pullman in 1919. This car was sold to a private owner who had the carriage body cut in two and integrated into a building before being sold to the Bluebell in 1997. The two halves are in good condition and the remains of Constance are currently stored on the underframe of a Bulleid coach.
Built in 1923. Stored outside awaiting restoration. Car No. 54 was originally preserved on the Dart Valley Railway before moving to the Birmingham Railway Museum in 1970. It was later sold to Venice-Simplon Orient Express and was stripped at Carnforth before being put aside for sale. This car was purchased in 1984 but didn't arrive until 1986. Largely complete, Car No. 54 also contains a large collection of lavatory doors from the VSOE Pullmans.
Built in 1928. Operational. Named Christine by the railway. Formerly part of the Bulmers Cider Pullman set, but sold to the Bluebell by VSOE as it was a third-class car. This coach was overhauled at VSOE's Stewarts Lane workshops in 2004, and returned to service in 2006.
Built in 1932. Doris was part of the "Brighton Belle" electric Pullman unit 2051, and was stored for many years at Finsbury Park station. On static display at Horsted Keynes, Doris has now been swapped with the group intending to recreate a Brighton Belle EMU for an ex-Golden Arrow 1950s Kitchen car "Carina", the announcement of the swap was made in Brighton in late February 2011.
A 1951 'Festival of Britain' Golden Arrow Pullman carriage. Owned by the 5-BEL Trust but will eventually be swapped for Doris once Carina is brought up to a similar standard. Carina was part of Sir Winston Churchill's funeral train in 1965, and was later sold to the Hotel Mercure in Lyon, France before being returned to the UK in the late 1970s by Venice-Simplon Orient Express.
Built in 1939. Car 3801 was part of the last Night Ferry service in 1980. It was stored at Ostend until 1984 when it was purchased by the Bluebell for use as an accommodation coach at Horsted Keynes. It's somewhat unusual but fits in with the Bluebell as this car was formerly used by the Southern Railway and more latterly British Railways (Southern Region).
Observation car, Royal and Directors' saloons
The Observations cars are occasionally brought out for a ride in. They provide a unique view of the railway and are either attached to the back of a passenger train or used on their own.
Built in 1903. Operational but unused. It was used as part of the Golden Arrow train until Pullman Car Christine relieved it from much of the work. It's earmarked as reserve for when Lilian (Car 76) comes out of traffic, and as a saloon for special events. Has recently been repainted in LNWR livery.
The Bluebell has a large collection of wagons which were originally used in passenger trains. This section also includes carriages used for service purposes by the Bluebell that were originally passenger carriages.
Built in 1937. Dismantled. Converted to generator truck in 1990s for Queen of Scots accommodation, and used on the Bluebell as a passenger brake, it was stored out of use at Kingscote where its condition deteriorated to a point where it became the worst of the Bluebell's 4 vans, it was then taken to Horsted Keynes where its body was broken up, with re-usable parts being stored to help maintain the remaining vans. Its underframe will be used to support the body of an 1800s 4-wheel coach.
Built in 1938. Used as a combined kitchen and brake vehicle for the Golden Arrow dining train. Has been fitted with shelving for crockery and facilities to keep food warm, and has been repainted from the familiar LMS crimson livery into Pullman chocolate and cream livery to complement the other vehicles in the rake. The work has been done in such a way that the changes can later be reversed, once a further Pullman vehicle has been overhauled to undertake these functions.
Was built in 1942 for the Ministry of Supply during the Second World War by the Southern Railway. Fitted with Vacuum brake. Later entered BR stock. Soon to receive some cosmetic attention, used mainly on engineers trains. It's intended that this van will revert to its BR identity of M360328.
Operational, and used in demonstration goods trains. Has been contsructed based on the identical underframe of an SECR 7-plank wagon, since the Bluebell had 4 of these, but no 2-planks survived into preservation.