WCRC Licence Suspended

in my view, there should be an agreed best practice rule that any TOC that runs Steam on NR should have to adhere to, having an senior driver / inspector on the footplate to advice/ aid the crew, and they should be signed off on every type of steam engine that is passed so that they know the different methods of driving , and can advise on what works best, owners reps can advise, but cant overrule the inspector, maybe they should be employed by NR to ensure that if there is any problem, then NR have eye witness accounts to back up any TOC report?

 

NR do not have any of those skills, they would need to be employed form the current pool of steam qualified drivers & TI's, all of who of course are paid for by the current TOCs.

 

It doesn't indicate that at all. It is perfectly natural, in fact essential for the ORR to be reviewing WCRC safety systems in light of NRs concerns, but failures with safety procedures does not automatically, in fact rarely, lead to further punitive action. Every party is looking for resolution and improvement, not heads.

 

I would hope so, but when you look at the 2 steam TOC's, I have not heard of any DBS operated charter having any of the issues to do with SPAD's or any engine related problems, so what ever system they use to inspect and monitor both the engines and crews they operate on behalf of owning groups must be working, so whilst you may be right, you have to also ask, in NR's eyes, are there aspects of West coasts operations that may not be not inkeeping with what is required and because of that it may be that further action is needed?

 

There are approximately 250 SPADS a year shared out between all TOCs, and DBS (diesel freight operations) has its fair share of those,
There are in fact so many SPADS that the RSSB issues monthly SPAD reports. Here is the Decemeber 2014 report

http://www.rssb.co.uk/library/risk-...eporting/2014-12-report-monthly-spad-tpws.pdf

 

Steam Dreams trip to Carlisle on 16th April now cancelled according to their facebook page:
https://www.facebook.com/CathedralsExpressSteamTrainTours?fref=nf
"Unfortunately we have been forced to postpone next Thursday’s trip to Carlisle due to circumstances totally outside our control.
The reason, as you may be aware, is the recent announcement over Easter that our train operator, West Coast Railways, has been temporarily stopped from running steam on the mainline by Network Rail until May 15. West Coast had hoped earlier this week that it would still be possible to sub-contract this train for steam haulage to the only other steam... operator, but unfortunately this has not been possible.
In the coming days we will identify a new date in the summer when the operation can be accommodated by West Coast and we will be in touch with passengers once it has been confirmed.
Please accept our sincere apologies for the postponement of this trip and for any disappointment caused."

 

Railway Herald is showing Cumbrian Coast trip as cancelled for this Saturday.

 

http://www.nymr.co.uk/2015/04/timetable-adjustment-for-13th-april-2015/

Does anybody know if this WCRC/Compass operated tour is actually running to warrant altering the NYMR timetable for this date?

DBS stepping in?

Cheers

 

As I and others have suggested previously, although the trigger for this crisis was the Wootton Bassett SPAD, the underlying issues relate to WCR's attitude to NR's and now the ORR's concerns about WCR's operational management with a particular focus on safety. The number of incidents might or might not be a concern but it is clear that NR do not believe that WCR has a system that is sufficiently robust to audit incidents and respond appropriately to avoid repetition. I was shocked and astonished when I read the emails and statements from WCR that were released with ADA20. They were variously: poorly written, evasive, aggressive, irrelevant and misleading. That WCR find themselves in a similar but more serious situation now suggests to me that they learned nothing from ADA20.

 

NYMR never keep to a timetable anyway so it won't make any difference.

 

No one seems to have answered the question regarding SPAD's. If a driver passes a signal at danger is the driver bound to relinquish his driving duties at the next station without exception? And if so, who makes that decision? The train in question was held at Swindon for a very long time and I wondered if this was due to those in higher places trying to make up their minds what to do.

 

That's interesting,as the path for this is actually showing as DBS,and even more interestingly is showing as 95mph timings (not so surprising) on the outward but 60mph on the return? Either way Railway Herald is showing this tour as cancelled so it's anyone's guess as to what's actually happening,why change the path to DBS operation and then cape it would be my question...?

Even the ECS paths have changed to DBS...

 

Flicking through the latest issue of Heritage Railway at the WH Smith's bookshop today, they suggest in their report on Wootton Bassett that the train was taken on from Swindon with a new driver. I think (but might be wrong) that that is the first definitive statement to that effect? I can't remember seeing (but I could have missed) any previous statement that there definitely was a driver change at Swindon: I think all that was previously in the public domain is that there was a long delay at Swindon but eventually the train continued, still with Tangmere in charge, but with no confirmation either way about whether the same driver stayed in charge or was changed.

Tom

 

I noticed that too but the same applies to the Statesman tour from Cardiff which is also showing as cancelled, reason that WC can't find an alternative operator. Hope it does run though.

 

AFAIK last Saturday's Compass tour to Chester is still the only WCRC tour successfully contracted out to another operator, steam or diesel. It looks to me as though it will be the exception rather than the rule. I was viewing this weekend's Cumbrian Coast trip as something of a litmus test - if WCRC can't contract that one out, things look pretty bleak for steam.

 

Spad Rule Book

Driver
9.1 Passing a signal at danger

If you pass a signal at danger without authority, you must:

• stop the train immediately

• tell the signaller that the signal has been passed at danger.

You must answer the questions the signaller asks you.
You must not proceed until the signaller gives permission.

Signaler

When a train has stopped after a SPAD, you must make sure the
driver is aware of the circumstances.

You must get the driver’s answers to the questions on form Signal
Passed at Danger (SPAD) RT3189.

You may allow the train to be moved to a more convenient place to
complete the form as long as:

• the driver is prepared to make the movement

• the movement will not proceed beyond another stop signal
displaying a main aspect or indication

• you make sure the route is correctly set for the movement.

You must:

• complete the rest of the RT3189 form

• report the incident and send the form electronically, or dictate it,
to Operations Control.

You must not allow the train involved to proceed until authorised by
Operations Control.

If the driver reports that the SPAD resulted from exceptional
railhead conditions, you must also carry out the instructions in
section 28 of module TW1 Preparation and movement of trains.

If you have any doubt about the correct working of any signal
involved in a SPAD, you must treat it as defective and tell
Operations Control.

You must also tell Operations Control about, and treat as
defective, any points that may have been ‘run through’ during the
incident, whether or not damage is obvious.

So I guess its up to operations control who continues to drive the thing.

 

I'm sure I read somewhere that there was another driver travelling on the train, who took over (at Swindon?)