Could ORR open the door for West Coast?
JUST WEEKS after it seemed unlikely, the possibility that a fresh exemption to permit West Coast Railway’s Mk 1 carriages to operate on the main line again before fitting central door locking has emerged.
In yet another twist to the saga about hinged doors on main line charter fleets, the Office of Rail and Road has confirmed to Steam Railway that it has indeed met with West Coast and that solutions to the recent stalemate may yet exist.
An ORR spokesperson said: “We can confirm that a meeting was held with WCRC. If an application for a Regulation 5 exemption is made, it will be assessed in accordance with our published policy.”
That’s not exactly a door wedged open, but it certainly doesn’t seem to be completely shut either. At the same time, West Coast provided Steam Railway with this statement: “WCR is considering a range of options to secure our long-term operations on the main line. This includes evaluating the feasibility, costs and timescales for fitting CDL and running passenger services with carriages already fitted with CDL, as well as systems for operating without it.”
Neither would WCRC be drawn on what a potential way forward might look like, or indeed any particularly definite timescales likely to be involved. But the tone of their statements has notably shifted to one where solutions look much more likely.
West Coast told us that there was not yet a “confirmed direction” at the moment and that options are still being “explored”. However, the Carnforth-based firm did add that it expects to be able to confirm whether an application for further exemptions will be submitted, and on what basis that might be, “within the next few weeks.”
Readers who think this represents a complete about turn would be wise to look again at the ORR response to the West Coast court case we covered in last issue.
It is, after all, very easy to remember the copious headlines about this situation rather than the nitty gritty contained in the detail.
The lengthy response from the regulator included this critical element: “Rolling stock without central door locking or a valid Regulation 5 Railway Safety Regulation 1999 exemption is not permitted to run on the main line.” And this is the bit to really pay attention to: “Other charter heritage operators, which use the main line railway, have made the necessary investment to install central door locking on ‘hinged door’ rolling stock (or have committed to do so over a transition period) and it remains open to WCRC to do the same.”
Locomotive Services Ltd was quick out of the blocks with the fitting of central door locking equipment to the stock it uses, so it’s ahead of the game in some respect. But it’s worth remembering that there are still a number of other operators on the main line running their trains on an exemption
during that transition, and not perhaps the ones you may think. The ‘Royal Scotsman’ carriages were granted an exemption by the ORR as recently as March 2023, for example, as was the Venice Simplon Orient Express (VSOE) set – both of which run up to 2025. Admittedly, they’re very different operations to ‘The Jacobite’, but Vintage Trains also currently has a ‘Regulation 5’ exemption too, running up to November 2024. As we pointed out in previous issues, all of these exemptions are a matter of public record, so they’re quite easy to find online should you desire.
The noises emerging do give the sense that many of the most doom-laden responses witnessed in relation to the Judicial Review process may have been premature. The lack of Mk 1s hasn’t stopped West Coast fulfilling its charter commitments yet either. So far, the booked WCRC steam operations have been operated with central door locking-fitted Mk 2 carriages.
If you’re reading this, there’s a good chance that you’ll be one of the people who does hanker after the travelling experience that Mk 1 (or at very least non-air conditioned Mk 2) stock offers. But that’s not everyone on a railtour.
However, the jewel in the West Coast crown is not a railtour at all. It’s a scheduled service that’s in the working timetable and was actively looking towards expansion before ‘CDL-gate’ hit. As this issue of Steam Railway went to press there was about six weeks to go before the first ‘Jacobite’ services of 2024. The key date is Thursday 28 March.
The fact that Mk 1s are rather more critical to this train has much to do with the fact that West Coast crimson Mk 1s were at the centre of the most famous on-screen appearances of the Fort William to Mallaig line. West Coast even markets the chance to travel in a compartment on some of the trains, which you can’t really do in an air conditioned Mk 2, that comfortably post-dates the construction of vehicles with compartmentalised seating.
Nobody I’ve spoken to within the sector underplays the importance of ‘The Jacobite’ either. The economic benefits that such a major tourist draw provides to the communities served by the WCRC train are well known. Network Rail has committed to investing fairly heavily in steam facilities in the area. And everything we’ve heard coming out of ScotRail in recent times has been very pro-heritage, tourism-linked services.
As anyone who has been following
IT’S WORTH REMEMBERING THAT THERE ARE STILL A NUMBER OF OTHER OPERATORS ON THE MAIN LINE RUNNING THEIR TRAINS ON AN EXEMPTION
this story will know, there’s still plenty of scope for a surprise or two. If any set of circumstances could lead to a solution being found though, it’s probably these. We must also reiterate again that West Coast has been consistent in saying that nobody with a booking will be left out of pocket, even if a solution for ‘The Jacobite’ isn’t forthcoming. Either way, it’s going to be an interesting six weeks for everyone with an interest in main line steam. This is a story that has run and run – and it isn’t over yet.
Cambrian steam return?
SOME SECTIONS of the national network just have an extra special attraction. Whether it’s scenery, romance from a special place in railway history, or even just a destination that’s a bit of a tourist honeypot – there are places where steam just seems right. One of those is undoubtedly the Cambrian Line. In the not-too-distant past it was the scene of fairly regular steam-hauled trips. Those days ended when signalling on the route was upgraded as a test bed for European Train Control System (ETCS) almost 15 years ago now. So when news emerged that steam could be about to make a return to the route from Shrewsbury in
April, naturally that sounds rather exciting. There are a few ‘buts’, however. These steam workings are not going to be in the hands of a Great Western ‘Manor’ 4-6-0, a type which almost made the line their own in steam days. Instead, they’re going to feature new-build ‘A1’ No. 60163 Tornado. And sadly, these aren’t public trains, merely testing for the ‘pathfinder’ project fitting ETCS to the Peppercorn ‘Pacific’. And rather than the most scenic stretches
of ex-Cambrian mileage, these tests are going to take place between Shrewsbury and Newtown in the mid-Welsh borders. Oh, and they’ll run at night so as not to interfere with the timetable.
Indeed, this testing was never meant to be taking place on the Cambrian at all. It was scheduled to be taking place at the Rail Innovation and Development Centre (RIDC) – or Old Dalby test track as you probably know it. Steam Railway understands that those plans have been curtailed owing to a landslip. Ed Akers, Network Rail’s Principal Sponsor, East Coast Digital Project, said: “With operations at the RIDC site currently affected by a landslip, we have decided to use a section of the Cambrian line for dynamic ETCS testing on the Tornado locomotive, part of our heritage pathfinder project. The testing will take place in the spring, during several nighttime possessions to not affect passenger services, between Shrewsbury and Newtown, in mid-Wales. challenging “The pathfinder and, as project a world-first is technically in fitting ETCS to a steam locomotive, has required much innovation. The dynamic testing of Tornado will be an important step in determining the technical and commercial viability of the project. “While most elements of ETCS dynamic testing will be undertaken on the Cambrian, there will still be a need to do testing involving a radio block centre later in the year, which we plan to do at RIDC.” Seems unlikely to get many lineside cameras clicking then? Perhaps. But this is important for the wider main line steam scene – and possibly for an eventual return of steam to the further reaches of the Cambrian.
Tornado is being fitted with ETCS primarily because the lower reaches of East Coast Main Line from King’s Cross is due to go over to ETCS. King’s Cross completely without steam seems unthinkable, so the sector needs this to work. But don’t underestimate the complexity of fitting a huge amount of electronic gubbins to even a large and quite ‘modern’ steam locomotive – a subject we’re planning to cover in much more detail as soon as we can. The latest iteration of ETCS includes, for example, in-cab signalling, perhaps as big a shift from most steam-age practices as any that has been seen post-1968. There is, of course, a certain irony that the North Eastern Railway pioneered in-cab signalling more than a century ago, but that’s a digression.
If the pathfinder project succeeds, it could not only secure the future of steam from King’s Cross though. If ETCS is eventually rolled out across the national network, which is essentially the plan, then all steam would need to be so fitted. And if more steam is fitted, and eventually to something a little more Cambrian-friendly than an ‘A1’, then who knows? This might not be the end of the Cambrian steam drought, but it might turn out to be the beginning of the end.
When is an announcement, not an announcement?
IN MID-JANUARY, the National Railway Museum announced its plans for Flying Scotsman in 2024.
It won’t come as a surprise to regular readers that the first part of the year for No. 60163 is due to be spent on display at the NRM in York. With footplate access, and, of course, free admission, the Gresley ‘Pacific’ will almost certainly continue to
draw the crowds. It’ll be following that up by another trip to Locomotion in Shildon for similar purposes.
The big news though is that the NRM also confirmed that a tender will be launched to appoint the next ‘custodian’ for Flying Scotsman, which will operate and maintain the locomotive on the main line and heritage railways. The announcement stated that the tender would be published within weeks for an appointment during spring 2024. The NRM anticipates that Flying Scotsman will be back out on the national network at the head of railtours during autumn.
The previous contract to operate and maintain Flying Scotsman was held by Riley & Son (E) Ltd. As revealed in SR552, that contract expired on December 31. Since then, the future of the world’s most famous locomotive has, in effect, been placed on ice.
Judith McNicol, Director of the National Railway Museum, said: “After an amazing centenary year I can announce our plans to bring the world-famous locomotive to the National Railway Museum in York while we begin the search for its next custodian.
“Our intention is to keep Flying Scotsman main line-operational, and once the new custodian is appointed we will create a calendar of activity that includes main line tours, visits to heritage railways and our museums.”
Around a month later though, and that ‘invitation to tender’ has still not been published. Steam Railway also asked whether journalists will be permitted to see the tender, which is otherwise locked down in a procurement portal without real public access. As yet, it’s not certain that we’ll be permitted that access.
Without seeing that tender, we can’t shed any light on exactly what the timescales for appointment are. But it’s worth noting that there will be a time lag between appointment of the new contractor and No. 60103 appearing back at the head of a charter. Even if Riley & Son were to be reappointed as the operator, it would still take a period of time for tours to be organised, tickets sold and for the Network Rail special trains team to do their work that makes it all possible.
So essentially, with every week that passes by without that invitation to tender being published, the potential date when we will see Flying Scotsman back out doing what it was designed to do, slips back further. The NRM might have ‘announced’ plans for 2024, but there’s going to have to be at least one more announcement to come before the information that most enthusiasts are keen to hear is available. Stay tuned.
In slightly more concrete news of a similar nature, Locomotive Services announced on Valentine’s Day that the Royal Scot and General Trust had reached agreement with the BR Class 8 Steam Locomotive Trust for operation of No. 71000 Duke of Gloucester.
The agreement will see ‘DoG’ based at Crewe and become primarily operated by LSL, including working Saphos Trains railtours. The 1954-built ‘Pacific’ passed its boiler test in mid-December at Tyseley and is expected to move to the Severn Valley Railway for testing and commissioning before resuming its main line exploits later this year.
Jeremy Hosking, trustee of the Royal Scot Locomotive and General Trust, and Chairman of Locomotive Services (TOC) Ltd, said: “We are delighted to have been given this wonderful opportunity to work with a like-minded organisation, that clearly shares our passion for the protection and careful use of iconic steam locomotives. 71000 is a locomotive with a unique story, offering a vision of what might have been.
It is clearly supported and managed by a professional, dedicated, and enthusiastic team, whose outlook is forward-thinking while also pragmatic, values we hold dear at RSL> and within the Locomotive Services Group. I very much look forward to seeing ‘The Duke’ heading our restored Mk 1 coaches for everyone to enjoy.”
Evolution at Tyseley?
VINTAGE TRAINS is continuing to look closely at its business model as it focuses on what it describes as its ‘core brand’ – running Great Western-designed locomotives. The Tyseley-based operation has also reiterated the importance it places upon the luxury end of the market, with ‘Pullman restaurant car trains’ at the heart of its future.
With carriage stock very much being in the limelight at the moment, Vintage Trains has confirmed that it has an agreed plan in place with the Office of Rail and Road for the fitting of central door locking and that they have also completed the fitting of retention tank toilets. Michael Whitehouse and his team have really nailed their colours to the dining mast though too – with catering operations being brought in-house too.
An extra Mk 1 First Open has been acquired to join the four Mk 1 Pullman cars already in operation, kitchen facilities are being added to one of the VT brake carriages and a travelling bar is being created in another. Vintage Trains is also planning to add air braking to its dining train, increasing the potential for the set to be hired by other operators.
Throughout the recent cost of living crisis and other economic hardships that have been faced, it has consistently been noted that the high-end market has been least affected. Not just in the main line charter world, but on heritage railways too. Dining and ‘experiences’ have played an ever-greater role in balancing the books. These latest tweaks at Vintage Trains are perhaps evidence that Tyseley does not see that changing any time soon.
OUR INTENTION IS TO KEEP FLYING SCOTSMAN MAIN LINE OPERATIONAL AND ONCE THE NEW CUSTODIAN IS APPOINTED WE WILL CREATE A CALENDAR OF ACTIVITY THAT INCLUDES MAIN LINE TOURS, VISITS TO HERITAGE RAILWAYS AND OUR MUSEUMS JUDITH McNICOL, NATIONAL RAILWAY MUSEUM
Thank you, Dennis Herbert and Steam Railway, for such a fascinating insight into footplate work on the Hawksworth ‘Counties’. This made excellent reading for GWR locomotive enthusiasts and footplatemen such as me.
From the age of ten, the railway environment of Milford Haven became my second home, and I am therefore pleased to share the following observations of ‘Counties’ working in West Wales during the 1950s. The photograph of No. 1001 County of Bucks on the turntable at Neyland (not Nayland!) is especially poignant to me (p85, SR552). She was one of four ‘Counties’ based at Neyland (87H), the others being Nos. 1009 County of Carmarthen, 1020 County of Monmouth, and 1027 County of Stafford, which was later replaced by No. 1029 County of Worcester. These locomotives played a leading logistical role in the success of Milford Haven, which became the fourth largest fishing port in the United Kingdom.
There being no motorways and few dual carriageways in West Wales, the railway was the essential arterial route to connect with markets in London and the Midlands. Outgoing tonnage was high, necessitating at least three, and sometimes four, large fitted express freight departures per day. Incoming traffic comprised thousands of tons of coal from the South Wales field, plus engineering supplies essential to servicing a large deep sea trawler fleet fishing the North Atlantic and Icelandic Sea areas.
The largest express freight was the 3.50pm for Gloucester, which was worked on alternate days by a Neyland ‘County’ or a ‘Castle’ or Standard ‘7MT’ from Cardiff Canton. It comprised ‘Insulfish’ fitted stock and, given the train weight, it invariably required banking by one of Milford’s resident ‘57XX’ pannier tanks.
The first two miles out of Milford is up the steep and winding Steynton Bank. There is no run at it; the climb was immediate from the level of the dock. To witness the sight and sound of ‘Counties’ and ‘Castles’ attacking this bank with the pannier on full throttle at the rear made the hair stand up on the back of one’s neck!
Neyland was at the far end of the GWR system. Being beside the extensive Milford Haven waterway, it was chosen originally for the potential development of Atlantic shipping traffic. However, that did not materialise, and Fishguard became the choice for traffic to Rosslare.
What about the view from the houses in Cambrian Road shown in your photograph overlooking the
Neyland turntable? Alas, 87H was completely obliterated on closure despite strong local objections. Consequently, these houses now have a view of a yachting marina. Personally, I know which view I would prefer!
I also attach a photograph I took on October 31 1956, aged 16. It shows the Neyland crew standing beside No. 1020 County of Monmouth at the head of the 3.50pm Milford Haven to Gloucester Express Fish. Unfortunately, I did not take the names of the crew, which is such a shame. Gordon Adams, by email
THERE IS NO RUN AT IT; THE CLIMB WAS IMMEDIATE FROM THE LEVEL OF THE DOCK