From the Front Coach
Vintage Trains (VT) has had a challenging start to running its own charters as a standalone Train Operating Company (TOC), with senior staff changes, the global pandemic and then the unavailability of steam locomotives – all in quick succession.
In fact, the press launch of its annual ‘Shakespeare Express’ season for 2021, delayed because of the pandemic, had to be operated by diesel traction, with 20189 and 47773 used. Not quite the start it wanted.
But it had a real issue on August 4 when the first of a series of day excursions ran into difficulties. The Tyseley to Skegness charter, hauled by 20189/227, was held at Nuneaton for two hours after Network Rail (NR) refused to let the train proceed over concerns about who was in charge of the train.
Each TOC needs a control department, usually office-based staff who can solve issues that may occur during a day. For example, if a locomotive fails and a replacement needs sourcing, the control department will arrange the replacement locomotive, crews, path, and so on. If a train was unexpectedly cancelled, perhaps because of an issue with the stock, a derailment, or even a major incident, the control would arrange to get passengers back to their originating station, either via other TOC service trains or by road transport. They are a vital support function.
For most TOCS this is done in-house, but being a relatively small – and new – operation, VT has always subcontracted this function out to a third party, such as Rail Operations Group or, more recently, DB Cargo (DBC). The issue on August 4 appears to be because of some confusion over who was providing the control facility to VT for this train. It seems the train even departed without the formation of vehicles being inputted into TOPS. In other words, NR had no knowledge of what vehicles were running on its network. This forced the train to be held at Nuneaton while the issue was investigated and resolved. It then transpired there was an issue over who was taking control of the train. It was suggested that DB Cargo – which had provided this facility for VT’S previous three trains – was under the impression its contract with VT expired on August 2 and had not been renewed.
On the day, DBC is reported to have said it would duly not take charge of the train. In the event, Rail Operations Group stood in and, after a 130-minute delay, the train was able to continue. Typically, slack timings of the charter saw some time made up and it arrived at Skegness ‘just’ 72 minutes late. VT has vehemently denied that the train left Tyseley without correct procedures and paperwork in place, and has said it had renewed its contract with DBC for control provision throughout the next year. As Railways Illustrated went to press, DB Cargo had not responded to my requests to hear its side of what it believes was the issue. However, in light of the incident, ROG is now undertaking VT’S control operations, and that will remain so for the next year at least. VT said it has no plans to bring this function in-house.
Things got no better for VT a week later on August 11, when its day trip to Llandudno only got about a mile into its journey when issues with 20142/189 – the former a replacement for 20227, which is expected to be retired from main line use soon – saw the train held for more than two hours near Bordesley. 20227 was sent to drag the stricken train back to Tyseley, where the initial plan
to replace 20142/189 with 47773 was shelved and the train cancelled.
The failure of 7029 Clun Castle has seen all the company’s ‘Shakespeare Express’ train operate with diesel power, with 20189/227 used for the first two weekends on August 1 and 8. Each train does two return trips between Birmingham Snow Hill and Stratford-on Avon, running outward via Henleyin-arden and returning via Solihull. I travelled on the latter of those two dates and spoke with Adan Williams, VT’S commercial manager, who told me VT is “optimistic” 7029 will see some action on the trains this year but that for the time being, the trains will continue to be operated by diesel power. It has suggested the train will be a mix of pairs of Class 20s and 47773, but it has not discounted using other traction, such as Class 50s. He says there is “no doubt” that 7029 will be back and ready to work its September 25 special.
Vintage Trains has suffered more than most from the pandemic, given it had only just begun its own operations prior to lockdowns after the bold step of breaking away from West Coast Railways to run its own trains, and then the decision to part company with experienced railway staff Adrian Shooter and Cath Bellamy, who have since formed SLC, another train operator.
That it looks like it will get at least half a season of operation for 2021, even if much of it is without steam, is some comfort. But you can’t help thinking 2022 could be a makeor-break year for Vintage.
Let’s hope it rides out this storm because – as I have repeatedly said in FTFC over the years – the industry needs a good choice of operators of steam, and with WCR, DBC and LSL all in the market as well as VT, there is, at last, some real choice for promoters.
New player enjoys its Glastonbury moment
A new name to the charter market is Intercity tours – trains run by Locomotive Services, with marketing and sales support from Kev Adlam, of the Branch Line Society. It advertised a series of trains on July 28, and one of them, the ‘Devonian Double’, taking a pair of Class 40s from Preston to Plymouth on October 30, sold out in just a couple of hours; it was a real Glastonbury moment!
There were a number of reasons for its immediate popularity – none more so than the fact it will be the first double-headed main line Class 40-hauled passenger train since December 28, 1984.
The train will be worked throughout by D213 Andania and the Class 40 Preservation Society’s D345 – ex-works in British Railways green to match D213. Also, LSL is continuing to operate with Covid protocols in place, so the train, which is limited to just nine coaches, has reduced capacity of just two-thirds. Of the other trains advertised, the two that will attract the most interest are set for November 20 and December 1. The former is the ‘Jolly Slateman’ from Derby, Uttoxeter, Stoke-on-trent, Kidsgrove, Crewe, Chester to Blaenau Ffestiniog and then to Llandudno Town for an extended break.
It will be hauled by LSL’S two Class 20s, D8096/107, and will be the first Class 20s to the town on a passenger train since September 28, 1989, when 20199/202 arrived on a train from Llandudno in place of a Class 31. An LSL Class 37 will be on the rear of the train for insurance and shunt moves. This train had also sold out by mid-august.
The ‘Deltic Delight’ on December 1 starts at Wolverhampton and runs via pick-ups at Stafford, Crewe, and Warrington Bank Quay to Newcastle, for a break of around three hours. The train is routed via the WCML towards Carlisle but avoids the city and heads east along the Tyne Valley Line via Hexham to Newcastle. The return is via traditional Deltic track to York and then on via Huddersfield, Manchester Victoria, and Winwick Junction to Warrington.
This train will be hauled by 55022 Royal Scots Grey throughout. I can’t help thinking, and this is just my hunch, the Class 55 may well be back in two-tone green as D9000 by the time the train runs. Just a hunch. Mind you, it hasn’t carried this livery for 15 years, so it would be a welcome change!
As well as these trains using heritage EE traction of Classes 20, 40 and 55, another train in the programme is the ‘Settle & Carlisle Explorer’ set for October 9.
This starts at Euston behind one of LSL’S AC electric locos – 86101 Sir William A Stanier, 87002 Royal Sovereign, 90001 Royal Scot or 90002 Wolf of Badenoch.
At Preston, one or a pair of LSL Class 47s will take over and head over the S&C to Carlisle, where the electric loco will then return the train to Euston.
Promoters return without restrictions!
Several promoters have started to run trains again after Government Covid-19 restrictions were finally lifted in mid-july. Although there is no legal requirement for any social distancing or mask wearing, many promoters are requesting passengers to wear a mask when moving about trains, but they are certainly not being required when people are in their seats. Pathfinder ran its ‘Blue Boys’ Merrymaker’ on August 7 – a multi-traction tour operated by DRS and running from Eastleigh to Crewe via a convoluted route and using, in order, 68002 Intrepid as far as Bescot; 37069/716 forward to Crewe via Coalville; 66431 to Stafford via Shrewsbury; 88006 Juno to Bescot Yard; and finally 57002/003 back south to Eastleigh. UK Railtours has also been back in action with Royal duo 67005/006 provided for its day trip on July 31 from Peterborough to Weymouth, and 90039 for its King’s Cross to Alnmouth day excursion a week later.
The SRPS has also been out using 60163 Tornado, while Railway Touring Company, Steam Dreams and Vintage Trains have all returned to the fold!
565 Charters plans for 2022
The weekend of June 24-26 has provisionally been set aside by 565 Charters to run a three-day trip with Class 37s using the SRPS Mk 1 sock. The Friday will see the coaches moved south to the Midlands from Bo’ness with the train open for travel from Linlithgow or Edinburgh. The aspiration for the Saturday is to visit Milford Haven and possibly some other branches in South West Wales. An assist loco will be needed for this section, possibly a Class 60. The train will then be used for another trip on the Sunday, but this is to be decided. The stock is likely to stay in the Midlands for a week or two. At the moment this plan is very provisional, but Class 37 followers may like
diary. to block the dates off in their