No. 5521, owned by Bill Parker of the Flour Mill Workshops. Currently painted in fictional London Transport livery as LT.150 to celebrate the 150th anniversary of the London Underground after being used in the "Steam Back on the Met" railtours in May 2013. It returned to the line after boiler repairs and participating in the "Santa on the Met" railtours in December 2013 and will remain here until summer 2014.
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.
No 263. Built in 1905. Arrived at the Bluebell in 1976, and returned to traffic after it's 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 it's solo use on passenger stock for the first time. In 2014 the engine is due to star in the upcoming Muppets movie. Boiler ticket expires in July 2020.
Captain Baxter in Sheffield Park in 2011 after overhaul
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, and has been restored to the black livery she wore during the 1960 season. The engine is only available for light duties pending a full overhaul at some point in the future, including a new cylinder block. Boiler ticket expires in April 2015.
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. 178 was withdrawn in July 2012 for cylinder repairs and re-entered service in October following the fitting of a new liner. Further issues were encountered with the locomotive's firebox during the summer of 2013, but these have since been rectified.
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 in August 2013. On 20th December 2013 the loco failed on its Victorian Christmas train leading to the SR U class 1638 to distribute the last few services of the failed Victorian train and GWR 4575 Prairie L150 to haul the Golden Arrow later that day. The loco returned to service on the 15th February 2014 after rectification work on the cylinder block which the new liner shifted slightly however the loco is back in service for people to enjoy.
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 2014 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.
1638 at Sheffield Park yard
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 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 was withdrawn in May 2013 after cracks were discovered in the boiler (the original boiler fitted to Birch Grove in 1898). This will be lifted for repair after 541 and 847 return to traffic some time early in 2014.
No 541. Built in 1939, last worked in 1993. Arrived at Bluebell 1978. Owned by the Maunsell Society. The volunteer Loco Workshop Working Group have now commenced the overhaul of this loco. With the tender finished apart from final painting, work has commenced on the locomotive itself. The overhaul has been delayed due to maintenance of the current fleet.
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. However, with the overhaul of Q class 541 now being undertaken by the volunteer Loco Workshop Working Group, 928's overhaul is likely to be the Maunsell Society's next project after 847 is completed. 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 2014. 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 has been sent to the London North Western heritage at Crewe to complete the overhaul of the boiler in June 2013 hopefully be back by early 2014 (boiler) 
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's 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. The loco may enter service by 2015/2016.
The frames and boiler during construction of the dedicated Atlantic shed in 2005
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.
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 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.
Normandy on a rare passenger turn at Horsted Keynes
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 Q-class No.541 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.
58850 (as 27505) shortly after its return to the Bluebell
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.
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, 847 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 but this work 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.
80100 in the engine shed still awaiting restoration
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. 80151 is very soon to have its wheels lifted & sent away for new tyres, thus starting the overhaul. 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 is under way. 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 13236. On hire from Nemesis Rail and is now painted in 1950s BR black livery with the early BR crest. It is currently being used for the railway's shunting requirements until a steam engine is available. The loan of this locomotive will likely end now that a new diesel shunter owned by members of the railway has arrived. In May 2010 the locomotive came to the rescue of 592 when it came to a stand still at Freshfield Bank after it shed a piston ring. 592 was later repaired and returned to traffic on the same day, however this marked the first diesel-hauled passenger working on the railway in preservation.
No 33103 Swordfish. On hire from Nemesis Rail who had previously based the locomotive on the Swanage Railway. 33103 was loaned to the Bluebell to provide a quicker and more powerful locomotive than 13236 to run Permanent Way trains to Imberhorne cutting and for crew training purposes on the new extension. Although the work has now been completed it has remained on the line as a standby locomotive during the present locomotive crisis. A date of departure has not been set and the 33 looks set to stay for now.
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.
For a period of around a month from January 2014, Hybrid Class 101/108 E51505 and E50599 are on loan from the Ecclesbourne Valley Railway to the Bluebell Railway to provide winter services on the line between Horsted Keynes and East Grinsted whilst the section of line between Horsted Keynes and Sheffield Park is closed for engineering works.
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.
3417 (right) on display at an Open Day at Eastleigh Works in May 2009, alongside an SWT3CIG unit.
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.
Built in 1931. Undergoing overhaul, the brake compartment interior is nearing completion and the doors have had all their timberwork overhauled and fitted. Once the brake compartment is finished work on the rest of the interior will continue. Work planned to speed up now 1336 is finished.
Built in 1930. Stored awaiting restoration with rotten timberwork. During its eventual restoration it may be converted into a disabled coach on passenger trains so people with wheelchairs can enjoy themselves.
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 it's 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 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.
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).
3801 and other vehicles used as staff accommodation
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 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.