Threats to steam in Europe

[Paul Ash]

The problems facing SA steam operators are the same everywhere. I found this on the excellent Polish Rail site following the announcement that Wolstyn, Europe's last working commercial steam shed is to close:

http://polishrail.wordpress.com/categor ... ter-tower/

Quote: It seems that the reason for the suspension of the steam services is based on more than just economics. If saving money was the object, the timetabling and rostering of the steam trains could have been arranged more economically. Rather, PKP is tied up in its own affairs - the removal of senior directors and the sale of parts of its business. Wolsztyn is no one’s priority. In spite of promises to the contrary, no new crews have been recruited nor trained, and licences to allow the depot to carry out boiler repairs have not been renewed. The basic problem is that there is no one at a sufficiently high level in the PKP hierarchy who really cares about heritage rail operations.

(The red emphasis is mine).

Down south in Provence, France the lovely and iconic Vivarais railway which has been preserved since 1968 has also closed due to a serious lack of funds for loco and track maintenance. Even funding from local government was not enough to cover the railway's expenses.

http://polishrail.wordpress.com/category/vivarais/

Track maintenance, and a steady flow of visitors are the key components. There is a lesson here.

Paul

[Kevin Wilson-Smith]

Interesting Paul.

I am more au fait with the situation in the USA (having some rail heritage contacts there) and the situation is often similar there too - some lines under threat and others in danger. But, one important difference in the States is that where a professional non political approach has been adopted, based on the availability of infrastructure and visitor flow - as you mention - there has been success! So it looks like the success factors are common!

[Paul Ash]

Interesting Paul.

I am more au fait with the situation in the USA (having some rail heritage contacts there) and the situation is often similar there too - some lines under threat and others in danger. But, one important difference in the States is that where a professional non political approach has been adopted, based on the availability of infrastructure and visitor flow - as you mention - there has been success! So it looks like the success factors are common!

Indeed. Years ago, I rode the Durango and Silverton Narrow Gauge Railroad which has been incredibly successful. They get lots of tourists in that part of southern Colorado and of the railroad itself is a huge draw. Also, they go after the tourists first, not railfans. Railfans are regarded as just another tourist.

On the Cumbres and Toltec Scenic Railroad (once connected to Durango on the same narrow gauge), things are different. The states (New Mexico and Colorado) own the railroad and yet it has struggled to survive despite being in equally spectacular countryside.

One thing the former has that the latter doesn't is an end-destination - the former mining town of Silverton - which is a tourist attraction itself.

Paul

[Kevin Wilson-Smith]

Lucky you! I have always fancied the Durango. I have contacts in a couple of the smaller operations (Big Fork, Copper King) as well as Strasburg - the latter has now been a heritage operation for over 50 years, this year being their anniversary!

Over the last year I have been using my contacts to assist me in compiling a list of proven best practices which they believe/know contribute to profitability and visitor numbers. What is interesting is a number of common threads that appear in the above.

What is equally interesting in this country is a stubborn refusal in many cases to recognize/acknowledge/therefore concentrate on critical themes (in a number of cases that as, as opposed to generalizing wildly!) - including critical areas such as revenue recognition and planning.

There may be number of reasons for this. As an alternative however to looking for negativity, as part of the approach, I have been rather looking for things done right - hence my building info from successful operation in the States. This is far more fruitful, as one can end up with concrete facts, as opposed to assumptions. The States is also a good model as Class 1 railways do not normally permit heritage operations on their lines (unless it is part of a Class 1 function) - a situation largely paralleled to adegree here in South Africa.

[John Ashworth]

I've ridden the Durango and Silverton Narrow Gauge Railroad a couple of times, most recently in 2003. Truly spectacular.

The advantage that they, and the UK heritage railways, have is their own track and infrastructure. They don't have to ask anybody for YQs!

There is main line steam in UK, but they too face severe constraints. Locos must be driven by professional crews supplied by the main line train operating companies. There are many route restrictions. Last minute cancellations by Network Rail are common. I think South Africa is fairly unique in that ordinary people like us are allowed to drive and fire steam locomotives out on the main line, at least on the parts of the main line that are not designated core freight routes, on a regular basis - remember that FOTR expects to operate more than 40 steam trains this year. Much as we complain about restrictions placed on us by TFR, it is still just about the most liberal regime in the world when it comes to privately operated steam, and perhaps we shouldn't lose sight of that.

A private line like the Hercules-Magaliesberg would be the answer to most of our problems, and would effectively put us on the same basis as most of the UK heritage lines, or the Durango and Silverton Narrow Gauge Railroad. It would solve most of our problems as a tourist operator and would guarantee the sustainability of FOTR and the survival of working steam.

But some of us who've had the opportunity to fire out on the "real railway" will surely miss weaving in and out of electric units and heavy diesel-hauled freight trains as we phone CTC for a real colour-light signal...

[John Ashworth]

The States is also a good model as Class 1 railways do not normally permit heritage operations on their lines (unless it is part of a Class 1 function) - a situation largely paralleled to adegree here in South Africa.

Kevin, I've just reread your post and this quote jumped out at me. In the light of my previous post, I have to say that, while many have the perception that TFR does "not normally permit heritage operations" on its lines, it's simply not true. The situation in the USA is not "largely paralleled" in South Africa and in fact nothing could be further from the truth.

FOTR, Reefsteamers, Umgeni, Rovos Rail and Atlantlic Rail (and maybe others that I've missed) are between them running literally hundreds of steam trains on TFR and Metro metals all year round. In certain months Rovos has run a steam train on as many as 28 days. FOTR runs up to 50 steam trains a year, and I guess Reefsteamers is about the same. And we must acknowledge that FOTR has had absolutely no problem whatsoever getting YQs for the routes on which we are permitted to run, especially the Pretoria Complex and the Cullinan branch.

While we may chafe about restrictions on certain core freight routes, and we may legitimately question TFR's attitude towards the "scrap" heritage steam locomotives in its possession, it is simply not true that TFR does "not normally permit heritage operations". In the light of your comment about looking for the positive rather than the negative, I really think we should discourage negativity about TFR in this regard. As Paul says, the problems are the same everywhere, and as I say in my previous post, South Africa is probably the freest country in the world for privately operated main line steam.

[Kevin Wilson-Smith]

What you say is perfectly true, and I am glad you pointed out what you did ! I have read what I wrote, and I was not too clear!

When I wrote what I did I was actually thinking of "mainline/core line" ops - in the States I was equating this with the Class 1's, who do not want anything else running (including really Amtrak) as they disrupt tight and often difficult freight schedules.

Branch lines and the smaller operations are not so fussed.

I was thinking when I wrote what I did of the the above, and that I have been lead to believe that generally "mainline/core line" operations have been discouraged by Transnet - true? If so this WOULD closely parallel the USA situation as far as "mainline" ops are concerned.

But yes, the difference is that we have otherwise good access - something you may remember I have stressed in past!

But I will take issue with you where you mention/imply criticism of TFR on my behalf in that particular post. Not so. Where? Because they, like the Class !'s are trying to run businesses, is it unreasonable to expect them to put these businesses first? I think not..... Business must always come first - that's reality.

[John Ashworth]

Thanks, Kevin, and points well taken. I was not implying that you were criticising, but I was reacting to a general negativity amongst those involved in South African heritage operations, a general feeling that we are hard done by. I would be very interested if anyone can find any example anywhere else in the world where several hundred steam trains a year can be run by private operators (and even amateur crews) on the normal national rail system.

[Kevin Wilson-Smith]

I do not think really that there any other that immediately spring to mind as an example - but I am not an expert.

I seem to recall seeing something/reading about one of the Eastern European countries - it was in connection with a tour and implied that the tour people were allowed after training to "drive" mainline steam - it did give the impression that steam could be run easily on the National System and fitted in. ????????

[John Ashworth]

I think that's Poland - the Woltsyn thing to which Paul refers in the original post. It's a limited operation where the locomotives are basically crewed by professionals, but paying punters are allowed a sort of glorified "hands on" experience. Nathan has been there and could probably add more details.