Main Line Steam - Possible ramifications of the WCRC suspension

Which is why I e-mailed the First Minister in the first instance but to which - as I recall - your comment was :

Once again in this thread it seems Mr Kerr has allowed journalistic licence to run away with itself.

Or is it a case that "Mr Kerr" is seen in a certain light that allows no credit for being concerned and seeking solutions ?

The story has now been reported by the Daily Telegraph which notes that ScotRail is seeking alternative solutions - presumably with the Scottish Government remaining in the background - as I suspect ScotRail will take the lead role in any discussions / action in association with Abellio as the new franchisee:

Off the rails
Future in doubt for West Coast steam trains 'run like private toy'

ByAdrian Quine

http://www.telegraph.co.uk/news/uknews/road-and-rail-transport/11530499/Off-the-rails.html


6:00AM BST 12 Apr 2015


The future of main line steam trains in Britain is in doubt as a leading charter train operator is on the verge of losing its licence over serious safety breeches.

The Office of Road and Rail (ORR) looks set to ban West Coast Railway Company from operating after one of its steam engines narrowly avoided a crash with a 100 mph high-speed train, in what is described as one of the most serious incidents on the railway this year.

The regulator has found "significant weaknesses" in West Coast's safety procedures. If the company is found to have breached the Health and Safety laws it could face criminal charges.

West Coast is Britain’s largest operator of heritage steam trains, accounting for 90 per cent of the charter trains on the main line, meaning if it goes out of business the majority of the journeys could be in jeopardy.

It runs over 500 trains a year including the famous Jacobite service from Fort William to Mallaig which featured in the Harry Potter films.

If the company loses its licence and a sale is not agreed, the rolling stock to operate the trains will not be available. A new licence would also be required, which could be looked upon unfavourably by regulators in light of the safety issues and the fact the ever-increasing demand for track space.

West Coast is already suspended from operating on Network Rail’s infrastructure, after the company took the unprecedented step of withdrawing the track access contract following a string of safety incidents.

The final straw was the near-catastrophe at Wotton Bassett in Wiltshire on March 7, when the steam engine pulling 13 coaches of passengers came to rest on a track junction just moments after a high speed train had passed after it failed to stop at a red light.

The Rail Standards and Safety Board (RSSB) is leading an investigation into the incident, which has focused attention on what some insider have described as West Coast’s laisse fair safety culture and poor operating procedures.

The company is privately owned by David Smith, a Yorkshire farmer, who it is claimed by some of his former employees and stakeholders runs it in an authoritarian manner and treats it “like his own private train set”.

Mr Smith has defended his company's safety procedures and vigorously denied the criticisms aimed at him.

Details have emerged about the near miss.

The driver of the steam train travelling from Bristol to Southend along the main Great Western line isolated a safety devise that had just applied the brakes after he failed to acknowledge the audible warning devise alerting him to a temporary speed restriction ahead.

It is understood that he did not see a yellow warning signal and with the safety devise isolated, was unaware that the following signal would be at danger.

The train passed the red signal protecting the junction at 75mph just as a high speed passenger train from Swansea to London passed ahead at 100mph.

Nigel Harris, Editor of Rail magazine said: “It doesn’t get much more serious than this. Seconds earlier and these two trains would have collided and hundreds would have died causing one of Britain’s worst train crashes”.

The incident has prompted Network Rail, the ORR and the RSSB to launch investigations into a number of safety concerns at West Coast.

Network Rail summoned the operator into an urgent meeting to discuss the severity of what had happened, attended by Mr Smith and James Shuttleworth, the company’s Commercial Manager.

The company took the unprecedented step of suspending the company’s Track Access Contract, the first time ever that a train operator has been kicked off the network.

The ORR has launched formal proceedings to revoke the licence.

A spokesman said: "The rail regulator has notified the West Coast Railway Company that it is reviewing the company's safety certification - needed to operate trains on the rail network. Our initial investigation has found significant weaknesses in the company's safety management systems.”

The ORR is carrying out further assessments and met West Coast Railways on Friday afternoon at the company’s headquarters in Carnforth, Lancashire, to determine whether health and safety laws were breached.

If so “appropriate enforcement action including potential criminal charges might be required" they said.

A spokesperson added: “We don’t take these decisions lightly”.

The revival of steam over the last 20 years means Britain now runs more steam trains than in any other country in the world.

Tourists are willing to pay up to £2,500 for a ticket on a 10 day private steam train around Britain and West Coast also charters its trains to third party tour companies.

Marcus Robertson, founder of one such company Steam Dreams, says that the industry will not be jeopardised by the outcome of any investigation against West Coast.

He pointed out that although it is the biggest operator there are other companies with licences to run steam trains on Britain’s main lines including German, Deutche Bahn.

“In the short term there will no doubt be issues, but longer term I’m sure this thriving and popular industry that employs up to 2,000 people will survive” he said.

The Scottish government recently announced that the new Scotrail franchise would include a number of regular steam hauled tourist trains on keys routes.

West Coast railways had been shortlisted as the preferred bidder by franchise operator Abellio but it has now hastily withdrawn.

A Scotrail spokesman said “we were absolutely shocked by the recent revelations and are urgently looking at other options to fulfil our summer steam operations”.

The potential demise of West Coast Railways could prove a major blow for main line steam which has grown in popularity over the past two decades.

 

"The future of main line steam trains in Britain is in doubt as a leading charter train operator is on the verge of losing its licence over serious safety breeches."

They've got their trousers down?

 

The potential demise of WCR will give certain people a headache as they work out who to moan about instead! Some may never recover.

 

Safety breeches ...



Tom

 

Dunno - What did they do a: before the Jacobite, b: when its diesel hauled due to fire risk, c: the other 8 months of the year for economic survival? I doubt the money from the steam train service has provided much.

 

At the moment many of the railtours (steam and diesel) are operated by SRPS which has operated under the WCRC Licences and Agreements. As I understand it these are not at fault per se but questions have been raised about the way the systems are maintained and operated so is there a possibility of another operator simply taking over the licences / agreements and tightening up the administrative processes to meet the concerns of both ORR and NR ?

If such is the case could the SRPS base at Bo'ness become the Scottish Carnforth with SRPS contracted to operate any touring programme; diesel tours with DRS whose licences for Fife Circle could surely cover these and steam tours by a operator with a specific licence that might be a better solution than operating steam and diesel under one licence ?

As some have noted (and some failed to notice), the Scottish situation is unique in that the operator (ScotRail) sees the positive value of steam tours and wishes to continue, steam operations have a noticeable economic value in specified areas, there is a strong will to continue steam operations as part of the transport mix and there are a minimum number of bodies involved to make decisions quickly.

If steam can continue in Scotland I suspect it may help set the framework for continued steam operation elsewhere in the UK but I think that may need to include the provision for a separate "Steam Only" licence and Track Access Agreement; could ScotRail and Scotland point the way forward ?

 

Careful Fred, your sporran's showing.

 

How would you deal with, ahem, the "diesels on the back" issue? A steam tour working with an operator with a steam licence, but assisted by a diesel operating under another entirely separate licence? Sounds like a recipe for divided overall responsibility for the train, which can't be good from a safety point of view!

Tom

 

Fred, I apologise for appearing to doubt your motives and the manner in which you are actuated. It appeared you were firstly grossly exaggerating the wider economic impact of the loss of Jacobite and secondly, lobbying politicians to get WCRC restored as an expedient measure to avert the crisis you portrayed. I made a mistake in presuming these were couched in the terms a journalist may use.
My suggestion that it is in the interests of all parties for new partnerships to be formed to support the policy of steam tourist trains is merely a floated idea, neutral in its intent.
Danny

 

When steam was first introduced to the West Highland Line in 1984 I asked ScotRail, more tongue in cheek, how much profit it expected the steam service to make and was told "None". The ScotRail view at that time was that the West Highland Line needed some support and steam operation was ScotRail's contribution to improving the economy of both the line and the wider area.
In fairness the area is aware of the "seasons" hence the running of the train to maximise income during the tourist season and the local economy lives off that during the other 8 months - very much like many seaside resorts which have a similar problem of visitor "peaks and troughs". As an aside this is partly why Blackpool has its Illuminations - simply as a means of extending its season by another 2 months (September + October) each year.
Whilst I have no figures to hand about the incomes generated by the Jacobite (my earlier posts were simply calculations on known figures of train loadings and seat prices) it is fair to say that it brings in sufficient economic benefit that the threat of the WCRC suspension and the consequent cessation of the service has caused great concern in the area.
What has seen little discussion is the consequences elsewhere on the licence suspension; so far comment has been levelled at (a) the SPAD at Wootton Basset (b) the problems of steam operations on the main line (c) the concern over the administration of processes at WCRC and (d) concerns about future steam operations on the main line. Little has been heard about the consequences - including the case at Scarborough in 2014 when steam operations were suspended - and perhaps an analysis of the consequences of that situation might indicate a truer figure for the cost to the local economy of suspending steam services during a tourist season.
In the present situation I wonder how many businesses / companies might be at risk - and for how long - as steam is a "hidden facility that few appreciate the importance of. Yet again this was shown in the SVR situation when its enforced closure through flooding had serious repercussions throughout the Severn Valley area - include business closures and bankruptcies as the customer base disappeared. Only then did many understand what the railway generated in terms of economic value to the area - hence the appreciation of its value now that the SVR is "back in business". With the current suspension of WCRC I now wonder how many businesses will survive ?

 

Danny - apology accepted. I'm afraid we Scots can sometimes appear over-dramatic but - rest assured - our hearts are in the right place !

 

It depends on how the licences are structured. It could be that the steam operation is a sub-licence in that you cannot operate steam tours unless you have a "diesel" operating licence thus you have Level 1 - Diesel only and Level 2 - Diesel and Steam; it could operate in much the same way as current operators have to identify their traction hence why DBS can't use WCRC's Class 47 / 57 fleet as it doesn't specify these in their agreements / licences whilst FGW can hire WCRC Class 57s because they are on FGW's licences specifically for the Cornish Sleeper service.

 

Several points here, 1/ you are massively over estimating the local economic benefits of very occasional (in the scheme of things) steam charters into destinations and 2/ you can't campare the SVR situation, which is a a permanent attraction and destination in its own right where business has built up around, and dependent on, its presence. 3/ You are also assuming that the ban is permanent, and will extend into the peak holiday season, whereas at the moment it is specified during the off peak season.

Lets extrapolate the Jacobean service. If it were the only, or major source of income to the economy it would be worth votes and it would be political issue. I can't see Ms Sturgeon missing out on a chance to garner more vote and blame Westminster, It hasn't raised its head so therefore it is by default insignificant.

Funnily enough, if you check the Scarborough press, there was more outrage and press inches about a steam train setting fire to the track, causing trains to be cancelled and tourists unable to get in, than there was about the prospect of getting steam back.

In summary, a Steam tour is not frequent enough, nor financially important enough to cause any significant issues to places they serve. The only people to make money (not much) out of running the tours is the TOCs and Promoters. They are the only ones who will suffer if there is a steam ban.

 

Could the main line toc's have their own steam trained staff, for instance, if FGW who have been very pro steam wanted to have an agreement with Vintage trains to run their program on known routes, could add steam to their safety certificates using a FGW inspector and vintage trains footplate crew, ?as long as they now and sign the road, SWT could do the same with the steam dreams tours that are in their area, so exeter, Yeovil ,and Weymouth, again with loco owners providing the crew , many of which would all ready be SWT employes with route knowledge and gaaining route knowledge can be done by drivers who can already drive steam going out with their FGW and SWT counterparts to learn the route and get signed Scot rail could do the same

 

Track Access Agreements have a section of "Specified Equipment", which is what is meant by a particular loco (or, in reality, type/class of loco) being "on the Safety Case". The Safety Management System will include details of how the operator ensures safe operation of the types of traction it plans to operate. Trains are run under a Track Access Agreement, and in order to have one of those, you need a Safety Certificate, which is backed up by an appropriate Safety Management System.

Hence, there is no such thing as a "Steam Safety Case" and a "Diesel Safety Case" (or actually, these days, even a "Safety Case", certainly in the Rail industry!).

My experience (which is perhaps "second" rather than "first" hand, as I was not involved in the detail of the certification process) is some years old, when there were Safety Cases. However, what I do know is that the process involved dealing with both ORR and Network Rail (to gain a Track Access agreement, ORR need to "direct" Network Rail to issue such a document and the applicant needs to hold the necessary Safety Certificate, granted by ORR) and included a period of statutory consultation. From memory, this period is 12 weeks.

Hence, a new operator has to go through a process which takes a minimum time of well in excess of 3 months. Even amendments to Track Access Agreements also have a consultation period, so existing operators adding new routes would also have a timescale that can be minimised but not eliminated - and that minimum would involve the consultation period.

Charter Track Access contracts clearly aren't linked to particular train paths, but train paths are an essential element of the Track Access Agreement in all other cases - and, at the moment, The Jacobite paths are not available - they are already "booked" by WCRC. Hence, for anyone else to get them, at the moment, WCRC must agree - and would surely be only likely to so so if they expected not to be able to use them themselves and were unable to sub-contract running the trains - which is their publicly avowed intention if necessary.

The only real hopes for certainly a full Jacobite season is the end of WCRC's suspension (without any other action from ORR) or at least a period of DBS (the only other organisation currently with Safety Certificate and Track Access Agreement, as far as I can see, that could do so) operating the trains under contract from WCRC.

No amount of politicking will change change - and I am not sure that further raising this issues profile or risking it becoming Party Political actually helps the situation, or potentially hinders it.

Steven

 

In theory, yes, they could. Northern Spirit added steam to their Safety Case (as then was) and worked a small number of trains in partnership with the NYMR between Middlesbrough, Grosmont and Whitby.

However, for any franchised TOC to do this, they would need to be able to spare the relevant staff to train on steam, they would need to add steam training, certification and competence monitoring and retention procedures to their Safety Case and the staff concerned would have to reach a suitable stand of competence to be passed out at steam drivers. This would involve a massive commitment of resources - both man-hours and money.

And at this point, I am pretty sure that DfT would remind the TOC that they are effectively contracted to run a public train service, not play with steam trains. All TOCs either are subsidised by or pay money to the DfT and hence the DfT have a direct financial interest in what they do. Literally anything which DfT see as involving a financial risk which ultimately comes back on them will be questioned and potentially blocked.

And all this process will take many weeks, well into months at least. There is the whole question of the SMS changes and amendments to Track Access Agreements.

I haven't even touched on the Unions' attitude and resultant likely extra wage costs. Short term hire of loco hauled modern stock to relieve overcrowding often falls on crewing issues - the TOC being unwilling to release staff for loco hauled training and the Unions being resistant to employees of other Companies working services scheduled for the TOC - I believe in many cases, the unit crew will travel as conductors ion hired in stock so as to prove they don't loose work as a result.

In short, it isn't the business of franchised TOCs to run special trains regularly, or steam at all - they are not resourced to do it, they don't have the authorisations to do and DfT would readily remind them they aren't funded to do it as it isn't their job to do it.

Sorry!

Steven

 

We also had "safety devises". What standard of journalistic writing does this indicate? I suppose that we could have "Safety Devizes" which would be something to protect one from too much Wadworth's!