Looks like I picked the wrong week to give up coal!
The classic, and often quoted, lines from Lloyd Bridges in ‘Airplane’ that begin “Looks as if I picked the wrong week to give up…..” could well be suitable for the North Yorkshire Moors Railway, following its announcement that it is to convert war time locomotive “Dame Vera Lynn” to oil burning.
The words had hardly left the press release, when news came through of an Iranian attack on Israel, which – if it escalates further – could see oil prices soar to levels that would make coal prices look almost like small change.
While the North Yorkshire Moors Railway insists that coal prices are just one aspect of pursuing oil fired locomotives – sighting the lower risk of line side fires as being another significant driver – it needs to be careful that it doesn’t find itself stuck between a rock and a hard place.
This is not the first time railways have found themselves in such a situation and the NYMR would be wise to heed the lessons of history. In 1944 – faced with the double whammy of a coal shortage and escalating prices – the Great Western Railway embarked on a programme to convert numerous locomotives from coal to oil burning. Between 1939 and 1944 coal prices had shot up by 267% – a significant amount when one considers the GWR needed two million tons of coal to fuel its engines.
October 1945 saw 2872 become the first locomotive to be converted – a class of locomotive that was used to haul heavy coal trains around South Wales in both world wars. A total of twenty of the class were converted to oil firing, although initially only three were planned to be so treated.
The Government had allocated funds for converting 1,217 locomotives – saving 20,000 tons a coal a week. The plan envisaged 184 Great Western locomotives being converted (a total of only 37 were actually converted) along with 56 locomotives from the other ‘Big Four’ companies. In a complete turn around, and a near perfect example of how the market can change almost overnight, by 1950, the cost of oil had risen considerably – overtaking the cost of coal. Between October 1945 and July 1948 the GWR and British Railways (Western Region) consumed a total of 8,263,313 gallons with 80,000 gallons a week being used on occasions in 1947. By April 1950 all of the Great Western locomotives had reverted back to coal firing.
If it goes ahead, it will be the first standard gauge steam locomotive to undergo such a conversion in preservation, but it has already got some preservationists worried and not for the reasons one probably imagines. Candidly, some volunteers have admitted to being “nervous” that should oil firing become common place, that it will attract the attention of organisations as Just Stop Oil – although there has been no indication that JSO views heritage railways as a threat – with the prospect of activists chaining themselves to the track, in the best tradition of silent films.
The news from the NYMR has not been well received by many enthusiasts, some saying that it may as well run a steam outline diesel locomotive or just turn over all its services to diesel traction – both being more than a little unfair on a railway that is going through a difficult time, financially. Indeed, it should be remembered that it was only the heatwave of 1976, that saw the NYMR hire in recently withdrawn and already sold for scrap 24032, an action that was to directly lead to it being preserved.
The opportunity to secure the UK’s coal reserves was lost years ago, despite there being ample supplies underground, with the closure of uneconomical pits – an action that saw thousands lose their jobs. Meanwhile countries with some forethought, such as Russia, not only still produce copious amount of coal, but retain a number of coal fired steam locomotives for use in a national emergency. Only recently, Germany reactivated its coal fired power stations and gave coal trains priority over passenger services – even if it meant cancelling the latter. The final UK coal fired power station is scheduled to close in September.
A government that doesn’t recognise the importance of securing its own energy supplies, steel making capability etc is one that lacks the competence to govern a cake stall at the local fete – never mind a country.
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A few comments from some of our readers:
“I never could have imagined some of the things that go on behind the scenes. No wonder railway PR departments wanted it banned!” Simon, Reading.
“Shocking and humorous in equal measure – I could have done with smelling salts after reading some of the graphic descriptions regarding what rail staff have to contend with!” Alan, Watford.
“Excellent photography” Rachel, Balham.