Mainline Running for D1062

[D1013]

Please note that a meeting has been proposed by the Committee to discuss the possibility of Mainline Running. The meeting will take place in the Library Room of the Kidderminster Museum on Saturday, 10th July at 12.15pm (enables travel down on service train from Bridgnorth). The purpose of the meeting is to discuss the possibility of mainline running with the Working Members and to see whether or not a recommendation can be put to the WLA Members in general at the next AGM. Points to be discussed will include:-

1) Outline costs for mainline running
2) Which locomotive – D1013 or D1062?
3) Engineering issues
4) Certification procedure
5) Any issues for Working Members
6) Potential markets
7) Marketing & Fund raising initiatives
8) Overall viability
9) Conclusion on whether or not the WLA should go for mainline running (from Working Members)
10) Any other business

Obviously, it will be important for as many Working Members and Committee Members to attend as possible.

[D1013]

Minutes of a meeting held to discuss Mainline Running at The Kidderminster Railway Museum held on Saturday, 10th July 2010

Present: Henry Coates Roger Smith (Chairman)
Graham Gant Jeff Targett
Roger Fry Paul Targett
Andy Killick Stuart James
Ian Jackson Derek Wright
Darren Shelmerdine

1. Apologies for absence
Apologies were received from Steve Draper, Robin Jones, Haydn Mudford, Alan Pace, Mark Smith and Paul Tucker.

2. Opening Remarks
The Chairman welcomed everyone to the meeting and confirmed that the purpose of the meeting was to try and reach a consensus amongst the Working Members as to whether or not the WLA should consider mainline running, as proposed and recommended by the WLA Committee on 22nd May 2010. It was mentioned that any proposal would need the support of both the Committee and Working Members prior to a proposal at the AGM for the Members.

Derek Wright stated the restoration of D1062 has produced the best Class 52 locomotive in preservation ever and that we owed a debt of gratitude to the Working Members, especially to Ian Jackson and Jeff Targett who organised, supervised and carried out much of the work. It was therefore, important for the meeting to understand the views of Ian and Jeff at the outset as there would be little point in proceeding much further without their support. Both Ian and Jeff confirmed that they both supported the prospect of mainline running where D1062 was concerned.

3. Outline Costs for Mainline Running

A breakdown on costings was provided for both D1062 and D1013, based on detailed quotations from various professional bodies. The total costs for D1062 were £120k as compared to £265k for D1013, the main difference being the need to overhaul two transmission units at a cost of £140k. It was also acknowledged that the two bogies on D1013 would need more attention due to a significant amount of wear.

Graham Gant was concerned that no provision had been made to overhaul the “A” end transmission of D1062 but Ian Jackson advised that this transmission was thought to be fine and was less noisy than the overhauled unit at “B” end. The eventual test would be based on oil sampling analysis (acceptable evidence for mainline running) which would ultimately determine whether or not there were any potential or underlying problems.

Paul Targett confirmed that a data base was in the process of being set up for oil sampling analysis, whether or not we were going mainline. This would enable a trend analysis for transmissions, engines, intermediate gear boxes and final drives.

The costs involved in achieving mainline accreditation were summarised as follows:-

Item D1062 D1013

Major Engineering Items £90,000 £235,000
(Bogies & Transmissions)

Minor Engineering Items £24,000 £24,000
(TPWS/OTMR etc)

Certification Work £6,000 £6,000

GRAND TOTAL £120,000 £265,000


Roger Fry queried the work to be undertaken on the bogies and was shown a breakdown of proposed works which included a loco lift at Barrow Hill and a thorough examination. The work could be carried out during a winter period, where the locomotive would be kept under cover and be back in traffic for operation on the SVR in time for the running season.

With regard to the minor engineering work, it was acknowledged that much of this work would be “safety critical” with some of the work outsourced to specialist contractors. It was thought that many of the systems would be copied from those used on D1015 rather than having to start from scratch.

4. Which Locomotive – D1013 or D1062?

Ian Jackson clarified that it was never his intention to see D1013 restored for main line use as D1062 was the better choice from an engineering point of view, with better bogies, transmissions and ready for the next stage of improvements to meet mainline standards. Several members had suggested that D1013 be considered so that D1062 could be kept in an “original condition” and enable D1013 to have all the major work in order to provide a new lease of life, especially where the bogies and transmissions were concerned.

The meeting was reminded that mainline running was not out of the question as far as the WLA is concerned as it remained part of the “grand strategy” or “vision” which is as follows:-

“The Grand Strategy is to have both D1013 and D1062 restored to the highest standards, fit for the Main Line running as and when future resources allow."

It was acknowledged that any cosmetic alterations to the locomotive could be “reversed” at a later point if required. The amount of work required on D1013 was thought to be out of reach from a costing point of view at the present time, unless some serious sponsorship could be found. The case for D1062 however, was thought to be a lot more realistic and achievable.

It was finally agreed that D1062 should be the mainline candidate as matters currently stood, assuming matters would proceed.

5. Issues for Working Members

There was an element of concern for the implications of mainline running, where the Working Members were concerned. This included documentation and record keeping together with the obligations placed on the Working Members in terms of work and support. Following discussion, it was accepted that the WLA needed to work to “best practice” and not work to other standards adopted elsewhere. Paperwork recording work carried out was kept relatively simply, without too much interference and it was accepted that much of the safety critical work would be carried out by contractors anyway.

With regard to commitment for the mainline work, it was agreed that no individual Working Member would be obliged to undertake the additional work involved but the mainline project would need the help and support of 3 to 4 committed individuals to get the work done. It would however, be important for the Working Members to support the project in principle no matter how much or how little people choose to be involved, as the WLA could not afford to have a team split on the goals to be achieved.

6. Potential Markets

A discussion took place on the likely markets for D1062 where it was envisaged that just a couple of trips a year would be made, possibly from Bridgnorth through to London or the West Country or Birmingham to Stratford. There would be no intention to compete against the DTG with D1015 and it would also be important to maintain obligations to the SVR. It was understood that the revenue from mainline running would be relatively modest at around £5k to £6k per train. It was also thought that with increasing likelihood of steam bans in drier weather that we could pick up last minute opportunities. In general, organised trips would be kept relatively simple and local to the SVR.

7. Marketing & Fund Raising Initiatives

It was accepted that the likely revenue to be generated from mainline running would in no way cover the costs of gaining mainline approval and therefore, it would be important to raise all the funding beforehand. It was seen that the main advantage from going “mainline” would be a huge publicity opportunity and would give the WLA the best possible opportunity to help raise funds from the following sources:-

• WLA Membership
• General Railway Enthusiasts
• Railway Industry
• Corporate Sponsorship
• PRISM Grant

It was agreed that in order not to leave out D1013’s overhaul that the fund raising should be proposed as a “Mainline fund for D1062, including the restoration of D1013”. A fund of at least £150k would be necessary, with D1013 costs at £25k, as estimated by Ian Jackson. A good start would be made through the PRISM grant where we would be able to gain £20k for D1062 and £13.5k for D1013. It was thought that a 3 year timescale might be sufficient to raise funds and carry out the work.

Assuming the Working Members and the WLA Membership had approved our mainline objective, we would need to draw up a Press Release and make additions to the web site. It was agreed that a fund raising page could be placed on the web site straight away. It was also agreed that the WLA should have a bequest form for Members, which could easily be drawn up.

It was fully understood that the mainline objective would only be achieved if sufficient funding was obtained and that general donations etc would not be returnable if the WLA fell short of target. In the event of not going mainline, the money would be used for the upkeep and maintenance of D1062 and the restoration of D1013.

8. Conclusion from Working Members

Whilst there had been mixed views about the prospect of mainline running, it was accepted by all the Working Members present that the prospect of mainline running presented the WLA with a huge PR and fund raising opportunity, which would be difficult to achieve elsewhere. Although three individuals maintained their reservations, it was unanimously agreed to recommend the setting up of a “D1062 Mainline Fund, including the Restoration of D1013” initiative to the WLA Membership at the AGM in November 2010.

The Chairman thanked Jeff Targett for the first donation towards the cause, which was gratefully received.

9. Any other business

None.