Join the discussion on the following article:
UK’s Network Rail suspends West Coast Railway excursion trains
The story doesn’t tell us how the UK Network Rail and West Coast Railways are organized and how the two of them interact with each other during the event. I’m guessing that West Coast Railways provides the steam train and crew while Network Rail provides running rights for the West Coast trains and dispatching over the Network Rail line. My knee jerk reaction is that West Coast should hire a Network Rail engineer to ride as a “pilot” with the West Coast engineer in the cab of the engine during any steam powered trip. The Network Rail engineer would observe the actions of the West Coast engineer and advise him about the signal indications and be able to take action if a mistake is imminent.
@GEORGE E BENSON - The UK system is split up, Network Rail doesn’t operate trains beyond a small number of non-revenue vehicles. NR owns and maintains the fixed infrastructure, and Train Operating Companies (TOCs) actually operate trains on a sort-of-open-access basis. WCR is an open access TOC.
My guess is that NR’s concern is that they (presumably) don’t want trains running that won’t automatically brake if there’s a danger signal (UK network uses ATP heavily.) WCR probably responded to the incident making promises of better training to prevent recurrence, but in all honesty, NR is probably right to insist even though WCR probably can’t comply given their use of steam locomotives.
A speeding train or a SPOD are even bigger issues in the UK than they are here in most locations, because the network is mostly used for passenger transportation, and so a derailing at speed or a collision due to passing a danger signal can (and has in the past) cause casualty figures in the hundreds. Given that, Network Rail’s caution is completely understandable.
Probably just a ‘ploy’ to justify charging the company more money.
the suspension of west coast railway co which services and provides locomotives rolling stock and support crews on railtour,s follows a serious SPAD involving unrebuilt Battle of Britain class pacific 34092 Tangmere running past a red signal by 700 yards Charles Coleman England
With particular reference to Mr. Haws’ comment, but also to assist all and sundry in avoiding leaping to conclusions, the UK Rail Accident Investigation Board’s preliminary report, available here: https://www.gov.uk/government/news/dangerous-occurrence-at-wootton-bassett-junction-wiltshire , indicates that automatic train stop equipment was on Tangmere and functioned as intended, but that the driver over-rode the system. If the final complete investigation supports the initial investigation, as reported, this is a rather serious problem.
I object to the lead that starts with “Steam Excursions” because ALL excursions operated by West Coast Railways have been suspended. The lead should have started “West Coast Railways, operator of…”. To start the piece with"Steam excursions" is only to sell the story at the expense of the truth.
“happened near junction SN45 at Wootton Bassett” should read something like “passed signal SN45 which protects Wootton Bassett Junction”
It’s not a ploy. It’s a dead serious response to a company that totally ignored its safety obligations and came within a minute of causing a horrific crash.
The locomotive was equipped with the appropriate equipment. The problem was that the crew of the locomotive deliberately overrode the equipment, passing a signal at danger (a SPAD) and placing their train in a position on a conflicting line where, given a minute or so either way, could have resulted in a horrendous accident. The company operating the steam excursion has been rather cavalier for some time in not strictly complying with mandatory safety procedures and this is Network Rail’s way of finally telling them to get with the program or they won’t be operating their trains. Pretty draconian but a lot better than a train full of people getting killed.
I totally agree with my good friend Don Woodworth. This was the most serious SPAD incident on Britain’s railways since the Ladbroke Grove collision in 1998 and were it not for sheer good luck the results would have been similar. The train not only passed the signal at danger but did so at speed and continued for 700 yards before coming to a stand in the middle of a busy junction where not only had it just avoided a head-on collision, it could have been hit by a London-bound train from South Wales running on green signals. Safety appliances on the loco, which would have prevented this incident, had been deliberately disabled by the crew who it now transpires probably weren’t even passed to operate on this route - although West Coast’s record keeping (or lack of) is making this difficult to prove. West Coast’s response has been to claim that the incident was only “minor” and a case of “crossing a red light” - a curious phrase to use. They sent a commercial manager rather than an operations man to meet with Network Rail.
There have been a number of safety-related incidents involving West Coast’s operations and in January, the company unilaterally walked out of a safety review initiated by Network Rail. Given these circumstances, Network Rail were forced to take the action they did which is unprecedented.
I’m as keen on seeing steam on the main line as anyone but not if the arrogant and downright criminally stupid actions of those operating the steam trains put lives in danger - which is what West Coast were doing.
Spare a thought for the various tour promoters who are seing their businesses destroyed (they have to access the network through West Coast which holds the neccessary operating license and safety (?!) case) and for those restaurents and pubs in places like Mallaig that rely on the daily stream of summer tourists brought in by trains like the ‘Jacobite’.
Hopefully, West Coast will put their house in order and ope
Sad to hear of such blatant disregard for the rules already in place. Surely the train had passed a cautionary signal before this. Did the crew just ignored it or was it a case a dispatching system failure thinking they had caught the crew at the previous signal in time to prepare for the impending full stop signal. Stopping 700 yards past indicates to me that they saw the signal but couldn’t react fast enough, who could? We tend to forget that steam TOC’s in Britain operate at the permissible track speed [ 60 to 70 mph or better] in order to keep lines open for other TOC’s . Remember the Tornado is licensed for 90 mph.
The issue is a human one of compliance to standard operating procedures and NET RAIL should suspend this operation until the people at fault, whoever they are are dealt with, including possibly some of their own. Almost all incidents of this nature around the world were a result of human failure. The only good thing was nobody got hurt.
It appears that the crew initially isolated the in-cab safety systems after failing to acknowledge a warning for a 85mph temporary speed restriction (which did not apply to them as their train was restricted to 75mph - the normal line speed on this stretch is 125mph) and therefore the brakes were automatically applied. But instead of allowing the train to stop and report their error as is required by the rules, it seems it was then that they isolated the system. They therefore got no in-cab audible warning of the yellow signal (SN43) and failed to physically see it. Likewise, no audible warning was given for the red SN45 which the driver did see but too late to stop.
The facility to be able to isolate the safety systems, after breaking security seals, is provided in case a fault develops during a journey which would immobilise the train. In such circumstances the driver reports to the signaller who passes it to control and they would authorise breaking the seals. The train is then move at reduced speed to the first point it can be recessed and any passengers detrained. All this is logged by control.
The latest developments in this story is that whilst West Coast are working with Network Rail to resolve the latter’s concerns, it seems that the Office of Rail Regulation is considering a permanent revocation of West Coast’s operating license and is currently undertaking an industry-wide 28-day consultation on such a move.
The current outlook for main line steam in the UK does not look promising. If WC does get shut down it is possible a new company could be formed to acquire its operating assests but it would take many months, possibly a year, for the new operator to get the required licenses etc. from the ORR which would no doubt be very diligent before doing so.