How do you develop a line like the Bluebell without losing its essence?
How do you enhance a steam railway without losing its soul? NICK BRODRICK learns how the Bluebell Railway’s three chairmen are facing the future.
“Idoubt if we’ll put up a king-sized, portal-framed structure in luminous green!” quips Chris Hunford, chairman of the Bluebell Railway plc.
Most, if not all, will be relieved to hear those words of reassurance, for this isn’t any old structure, any old where; the subject being discussed by the recently co-opted chairman of the railway is a museum, proposed to be built on the west side of Horsted Keynes station in Sussex; the vast country station jewel in the Bluebell crown.
The development of such attractions like this intended rolling stock exhibition building is unquestionably a ‘Good Thing’, but at Horsted Keynes of all places, it is vital that it is done with a deep respect for its history and largely unspoiled nature.
“If it goes ahead, when the time is right, when we’ve finished everything else, it will be done in a style that is aesthetically and architecturally sympathetic to the station environment and the Brighton Grade II listed buildings,” he affirms.
A brick building with arched windows in the style of an LBSCR engine shed is one early idea under consideration.
Chris’ comments were made during a wide-ranging discussion about the future of the Bluebell and its philosophy, on the cusp of its 60th anniversary of reopening in August. Joining him were Steve Bigg, acting chairman of the preservation society, and Vernon Blackburn, chairman of the charitable trust.
All three chairmen are on the same page when it comes to the protection of what Steve describes as “the railway’s biggest attribute”.
It was fortunate that much of the fabric of the station, with its five platform faces, was even there for preservationists to adopt in the Sixties. Even so, there have been concerted efforts to enhance its appearance, either through backdating it to the early Southern Railway era by rebuilding the large canopy on platforms 1 and 2, or by completing a wholescale resignalling project, with an array of authentic bracket signals that enable bidirectional working, with built-in contingency for a junction should trains ever return to Ardingly.
Smaller details abound at the station: the enamel signs in the moody subway; a Southern Railway coffin carrier complete with casket (empty!), the WH Smith bookstall relocated from nearby Hassocks, and the ornate LBSCR stained-glass porch entrance, painstakingly researched and recreated by preservationists having been simplified during the Southern era.
It is these period touches that make Horsted Keynes so attractive to visitors to sit and watch the world go by, as well as to filmmakers, who have adapted the station to suit their period desires; perhaps most notably, in recent times, Downton Abbey.
The construction of a museum here has been on the cards for some time as plans to provide adequate covered accommodation for the line’s carriages, and other rolling stock, has gradually evolved.
The early 2000s-era extension to the Seventies-built carriage shed located in the former goods yard at Horsted freed up much needed shed space for the storage of the newly restored Metropolitan carriages and a handful of other gems. A further dedicated shed for 17 carriages was completed at Sheffield Park in 2011 and the bulk of a second, massive extension to the Horsted Keynes shed buildings is now well advanced, incorporating shelter for 24 vehicles and a maintenance road. But that will still leave some priceless gems – most notably locomotives – outside and exposed to the corrosive effects of rain and sunlight.
It means that attention is now – slowly – turning to the creation of the fifth and final element of what is colloquially known as ‘Operation Undercover 5’; in this case foreshortened to simply ‘Op5’
The broad-brush premise is for a structure to protect and, importantly, display some of the stars of the collection, locomotives and carriages, either as permanent exhibits, or ones that are used in traffic.
Steve summarises: “I would say there is an outline plan for it, nothing more than that at the moment, because recent events have rather refocused everything…”
But he and his colleagues are determined that the coronavirus pandemic should not ultimately stand in the way of an established mantra that, in order to entice passengers to hop on and off trains at intermediate stations, there needs to be “something to do at each station, otherwise they’ll just stay on the train”.
“You adapt to the future market, and heritage attractions to do with the railway are important, so this is one of them – it’s about offering another dimension.” Steve therefore describes ‘Op5’ as a “potential opportunity to have another attraction at Horsted Keynes, which will be entirely in keeping with our heritage objectives and our interpretation of railway operation as it was back in the day.
“A lot of the buildings are listed, so it’s a very delicate balance between developing something, but also ensuring that we don’t ruin Horsted Keynes as, for instance, a filming location… it means it’s got to be very carefully designed.”
Indeed, for any idea of erecting a contemporary ‘statement’ piece of architecture in this beauty spot would surely dissolve any meaningful idea of stepping back into the 1930s…
ROOM IN THE ELEPHANT
The subject of the future of Horsted Keynes casts some light onto the ethical path that the railway must continuously tread – finding that happy equilibrium between preservation and commercialism.
“It’s all about striking a balance,” adds Steve. “All businesses have a known set of core attributes; they’re not meant to ditch those, as that’s commercial suicide. What you surely do is to develop them on a sustainable basis, but you don’t cast them aside because that’s part of your attraction to the future public. It has to be done in a measured, sustainable way, which is part of management – making those decisions.”
Both diverting and ingenious techniques have already been deployed that prove Steve’s point. Hop off the train at Kingscote, and for children there is a recently installed playground; positioned behind Platform 2 in such a way that it doesn’t impact on the faithful 1950s ambience that has been carefully restored and curated over 30 years. Indeed, four miles further south is a restored Southern Region ‘Elephant Van’ (aka ‘Scenery Van’), which is appropriately positioned in the dock siding at Horsted Keynes.
Inside is yet more playspace for children, complete with learning interpretation about the 1949-built vehicle’s former use in Billy Smart’s Circus Train for the transport of its elephants. Yet, from the outside, finished in its original crimson paint, it blends in with the spirit of its steam-era surrounds.
“You have to diversify to survive and the Elephant Van and the playground are part of that,” Chris interjects. “Previously, people would have come for the nostalgia aspect; to re-enact going from Waterloo to Bournemouth
or Charing Cross to Hastings, whereas now they are coming for a complete day out and the train ride is an aspect of that.
“That’s a tricky line to tread in many respects. You certainly don’t want to turn it into a theme park; we’re not going to be Disneyland, but we do have to adapt to changing markets and provide what people are expecting now from a day out, compared to what they expected five, ten, 20 years ago.
“The level of service they expect from people is very different as well. We do have to change to account for that.”
Adds Steve: “In the past, our revenues, have been fuelled by nostalgia, but that’s going to decline rapidly now and it’s about experience, which is a very different thing. The next generation of visitors won’t recognise it or remember it – it’s just an experience and we need the increasing facilities on the railway to actually react to that requirement.”
Additional evidence that the Bluebell hasn’t veered completely towards commercialism comes in the form of a newly published Preservation Standards Manual, the compilation of which, says Steve, can be measured “in years rather than months”, researched by trustee Chris Saunders. “He’s the one who’s put the effort in, but you can imagine all the topics he has covered, every single one had to be gone through in great detail with a lot of stakeholders; a lot of research was done to make sure what we were saying was correct, historically.
“So yes, it took a huge amount of time, but it’s worth the effort; we feel that once it’s established, all it needs is the occasional update as current events, policies, regulations or whatever change. That’s the bible for our future of preservation standards.”
Though still a work in progress, this extensive bible, which is unusual, if not unique in preservation, will acknowledge where work has been done in the past that would now be seen as historically undesirable when viewed through the prism of what is now accepted as ‘preservation standard’ in 2020.
It enables robust, philosophical debate that balances operational, safety and commercial need against the idealism of preservation.
Adds Steve: “We’ll make sure it stays at the top of
the agenda. If we don’t re-promote it every now and again there’s always a danger people will forget about it because it becomes part of the accustomed practice and they move onto other things.”
The adoption of this publication means that no physical development is allowed to be carried out without full consent and approval from the Preservation Standards Sub-Committee. And it isn’t only potential developments like ‘Op5’, but, in time, the reverse of regrettable choices, such as the modern block paving that covers the public entrance to Sheffield Park.
“One of the reasons the manual was produced is that there have been more modern approaches which have crept in in the absence of greater control. Now we’ve got that document, in time it may be possible as things need replacing to actually change things back to where they should be. That’s the aim of it. Of course, one can’t just go round the railway and do it all at once, because there’s a cost factor there – money is clearly not limitless.
“In time, some of the things we know are wrong we may be able to put right. As in all things in life we have to be sensible and there are cost implications to some of these things. The document is not there to become a demand to spend a lot of money.”
One of those unavoidable demands is the need to replace life-expired bullhead track, some of which dates back to 1906, having been cascaded down from the Brighton Main Line by BR. However, with more modern flat-bottom rail and concrete sleepers costing approximately 30% less than traditional bullhead, it represents an eventual saving of hundreds of thousands of pounds over the 11-mile line (as well as the much improved ride for passengers and significantly reduced wear on wheel flanges). Even so, more than £1million has so far been invested in upgrading 4½ miles of the line since the renewal project was instigated.
The manual acknowledges this necessity, but determines that bullhead will be retained within station limits to retain the heritage feel for visitors.
Again, balance is the watchword. One only has to peer into Kingscote signal box to appreciate the level of skill at volunteers’ fingertips – and that determination to continue to accomplish heritage projects where possible.
Having rescued and relocated the cabin from Brighton
Upper Goods Yard signal box, it has been seamlessly restored atop a new brick-built base and kitted out with a splendid Southern Railway ‘L’ power frame, controlled by miniature levers – including components salvaged from Clapham Junction.
It’s this ‘devil in the detail’ approach that the Preservation Standards Committee is committed to propagate – whether it be the correct shade of ‘spilt milk and deep maroon’ paint for Sheffield Park or the proper period uniform for staff at each station.
“It’s a discipline document,” adds Steve, “that says ‘before you do anything, would you please focus on these particular areas of historical authenticity and make sure that you try as much as you possibly can to adhere to them? And, if there is a problem, don’t just go ahead and do something, let’s have a debate about it and we’ll see if there’s a way round it’. That’s what we’re trying to do. We’ll open up the debate. Of course, there will be issues – there always are!’
VITAL MAINTENANCE
One of the next projects that will be guided by the manual is the need to restore Horsted Keynes to sound structural and presentable order. Had it not been for the need to launch a coronavirus survival fund, it was planned to launch a diamond jubilee-inspired £500,000 appeal this spring towards a phased series of works that will eventually total more than £1 million.
The “massive job”, as Vernon describes it, is now on hold until security of the line can be assured. “There’s a lot of work on it but you have to decide on the priorities for capital spending… It’s a difficult balance to strike.”
A comprehensive survey of the station’s 1880s fabric concludes that while its overall condition is sound, there are areas that require specialist attention, reflecting 138 years’ of continual use, as well as areas of inevitable weathering to address. Steve reaffirms his earlier point about the station’s desirability as a film set, accepting that: “If it gets so tatty and so forlorn, people just won’t be attracted to it because it just won’t look the part.” Even as and when refurbishment has been finished, some of the gloss that is reapplied to 1882-built station could be dulled by the presence of unsightly and unrestored stock that has cluttered the sidings to the west for decades, which is where ‘Operation Undercover’ stages four and five come back in.
“Let’s not forget,” Steve interjects, “the reason we went outside to attract funds to build the ‘Op4’ carriage shed was to put some of those under cover so that they didn’t deteriorate, would last longer and one day be restorable, while taking them away from observation, and not under tarpaulins. That’s why so many people put money towards it.”
A less obvious aspect to ‘Op4’, from passing trains at least, is the lean-to extension on the eastern flank, which will incorporate a Heritage Skills Centre – including a training room, showers, changing rooms, offices, meeting rooms, upholstery trimming shop and a sunlight and moth-proof moquette store to prevent material from fading and eroding. These elements will provide industry-leading facilities for staff and volunteers, and shorten project timespans, something Steve describes as a “huge bonus”.
Inside the main building itself, two of the roads inside ‘Op4’ have already been filled with carriages that were previously in public glare, and while it was planned that the remaining space would be filled with the remaining dozen this summer, that too has been hindered by the coronavirus outbreak because the track they will reside on has still to be laid. They will now go inside this winter.
But despite the delivery of this new shed, in addition to what may yet still be built that would soak up more relics, with a historic carriage collection that totals more than 60 (plus 18 BR Mk1s), it is inevitable that some won’t make the grade.
There is only going to be so much covered accommodation and resources that can be reasonably allocated to restore these wrecks. Even for those that do find shelter, there’s potentially hundreds of years’ work.
Chris outlines how the railway might deal with this asset, or perhaps liability, overload.
“Every railway is basically asking the same question, aren’t they? You go back 30-40 years when these items were available; you had to take it when the opportunity was there because you didn’t want to see it get scrapped.
“Because, as with all railways, as these items have been sat outside or in a shed, they naturally deteriorate and you overhaul what you can, within the resources and time that you’ve got. Some will naturally have to fall by the wayside, so what we’ve decided to do is look at
all of our assets across the railway from a commercial overview perspective.
“Take the Southern Railway travelling post office for example: we are very fortunate to have that vehicle. However, as nice as it is, it’s a very big job to restore and when you do put all that investment into it, what return is it going to give you? Because you can’t put bums on seats in it, if you like, to move people around.
“However, on the flip side, it does give a different aspect. You look at what the Great Central does with its example – that’s unique isn’t it? But is it appropriate to us? You could argue yes or no, so what we’ve started to do is look at all of our assets and say ‘where does that fit in; how much is it going to cost to restore, overhaul, what use could it be, what new offering could it give?’
Steve chips in with a credible answer that echoes the opportunity for lateral thinking, similar to the ‘Elephant Van’ rebuild: “Rather than getting it back to full running order it could be seen as an attraction under cover, so you could walk in and see what it’s like inside, even though it’s not actually running on the line. So it could have a future as a static museum exhibit – an interpretation exhibit rather than being restored to full running condition, so there are different aspects you can look at in terms of its future use.”
Like ‘Op5’, don’t expect much to happen on the review front either soon, or quickly. “We’re just in the early stages of assessing that as three entities together and starting on that journey,” Chris cautions.
EAST GRINSTEAD, WEST INTEREST
It’s a thorny and deeply emotive subject. Nobody likes the thought of parting with potentially restorable entities; especially as the Bluebell has proven the art of the possible since 1960, but expansion can never be exponential.
Consolidation has been an overarching theme ever since the exhausting effort to extend the line through the obstacle of Imberhorne Tip and into its dream destination: East Grinstead.
And yet, even just seven years after the arrival of the first passenger train from Sheffield Park, thoughts are, again, cautiously, turning to how the station here can also be developed.
If you think you might not have seen much of the northern terminus in print since 2013, that is perhaps because it is a new development. Squeezed into a sliver between Network Rail track and a supermarket car park, it would be unfair to expect the ambience of the three LBSCR stations to be replicated here.
Of more concern, is the quality of the facilities at East Grinstead at what has always been considered a temporary, but functional arrangement. The quality of those amenities is particularly important as up to a third of visitors now arrive at the railway through the town each year, thanks to the interchange with Southern services from London Victoria.
We’ve started to look at all of our assets and say ‘where does that fit in; how much is it going to cost… what use could it be?
CHRIS HUNFORD
Trust chairman Vernon describes the dilemma: “There are some early outline proposals to put something more permanent in there. Apart from the canopy on the platform, which is of solid construction, the booking office is a temporary building under a canopy, and the buffet is a carriage, which is tatty and doesn’t have much capacity.
“If it’s raining, we struggle with people who deserve something better, but again there are a lot of things we could spend money on, let alone the difficulties in building anything there. It’s a very small footprint. It could be done – it either needs quite a lot of short-term replacement or something stronger.
“If we’re looking to expand the market and get more bums on seats then the obvious market is from London and, therefore, we would need better facilities and to enable people to spend money before they get on the train.
“Someone has drawn up a possible scheme, but it comes down to cost – where does it lie on the priorities?”
Talk of extensions and priorities leads the discussion naturally onto Ardingly.
Nestled in a sleepy, wooded area, this charming village hasn’t been served by passenger trains from Horsted Keynes for 57 years and while rebuilding the railway here falls under the banner of the ‘Western Extension Project’, the title perhaps gives the scheme more credence than is currently the case.
Indeed, with the additional strain and reappraisal of priorities that the coronavirus pandemic has brought about, does rebuilding the two-mile line to Ardingly, including spanning the gap left by BR’s demolition of Sheriff’s Mill Viaduct, now become an implausible task?
At this stage, it’s not an either-or question, as Steve rationalises: “Our priority is to consolidate and preserve the railway for the future and to do that properly, and then we will have a sound base to start rebuilding the railway’s future.
“Then if we secure that and the market expands, the demand increases and the future looks really bright, another generation might think ‘now is the right time to develop it’.
“At the moment, if you don’t do the first bit properly, one might argue that there won’t be a railway 20, 30 years down the line to actually extend. That’s the sort of scenario that we’re actually in at the moment.”
It’s a stance that Chris emphasises.
“We’re just protecting the line of the route and carry out care and maintenance of the parts we do own to allow us in the future to go there should we want to, because it would be remiss of us in 20-30 years, if those who are in charge then look back and say, ‘wouldn’t it have been nice to have bought that or protected that route, because look what we could have done with it now?’ That’s all we’re doing – it sits in the Long Term Plan to go there in the future when the time is right.”
HONEYPOT MONEYPOT
And yet, while you won’t see Stepney shuffling a string of vintage carriages westwards towards the Brighton Main Line any time soon, the formation of the former double-track branch could help the Bluebell’s coffers in the much shorter term.
“The place needs to be financially sustainable. Any
business has to be, and the Bluebell is no different to that,” says Chris, “so as the three chairmen, we are looking at other ways of generating revenue. The Bluebell Railway is the second largest landowner in Sussex. Gatwick Airport is the largest, which you would expect, so although ours is long and thin, we’re fortunate to have a lot of land.
“One of the ideas that we’re working on at the moment is beehives.”
Yes, you read that correctly.
Chris explains that utilising the unused land, such as the trackbed of the Ardingly branch, for the generation of honey is a logical extension of a more commercially focused business.
“You’ve got to think outside the box – diverse thinking – we’ve got all of this land – apart from allowing saplings and stinging nettles to grow, why don’t we do something else with it? So one of the ideas is bee farming.
“We’re in the countryside, not affected by urban goings on, so we can either rent that land or get a return from it. That’s a good example of financial sustainability.”
A much changed board reflects this approach.
“In the last year we’ve seen five new directors appointed, but each of those directors is a specialist in their field; skills and competencies relevant to the roles they are taking up,” says Chris, who himself was appointed chairman of the plc in 2019.
“Take our new commercial and marketing director, Paul Lelew, he’s spent his career in retail, catering and marketing roles, so he brings that skillset with him.
“It’s about having the right people in place at the top to generate ‘outside-the-box’ ideas to be able to take the business forward.”
Recent articles in this magazine have challenged the needs and wants of preservationists, which must be measured and held up against commercial sustainability – a balancing act readily acknowledged by society chairman Steve.
“I don’t think one should underestimate the transformation of heritage railways into small to medium-sized businesses.
“Some people within the organisation find it very difficult to manage that change and feel that we’re in danger of becoming a theme park or something like that which is very possible if you get it wrong.
“But it’s not our aim and certainly not an inevitable consequence of trying to become an efficient business that gets more money in, whereby [being more commercially minded] you can actually do more restoration work.
“It’s a virtuous circle if we manage it properly,” the society chairman resolves, “but part of the challenge is persuading people that there is a better future if we harness it in the right way.”
●● The author would like to thank the railway’s communications director Paul Bromley for his assistance in the preparation of this interview.