So with Mr Howard’s departure, it is an opportune time to look back over the past six years and to examine what has been achieved and the opportunities that have been missed. It would be easy to focus on the negative but to achieve an equal balance, we must first look at the railway’s situation back in 1999.

The most serious situation was the state of the track. Although the permanent way staff had endeavoured to keep up with track maintenance, it was certainly in a better condition than when Robert Smith’s predecessor, Bill Jackson had left (remember the regular derailments each summer?). However on the horizon was the idea of placing the IRIS scheme under the formation and one of Mr Howard’s job specifications was ensure its successful completion. This was done with the minimum of disruption and was completed on time and within budget. For this, Mr Howard should be congratulated in seeing this through, as it will ensure safe and comfortable travel on the railway for many years to come.

Turning to the locomotives, we have seen considerable expenditure with seven now available for traffic and two more replacement boilers on order. This again is good to see and will relieve the problem of locomotive reliability for sometime. The emotive subject of liveries will always be a matter for discussion by followers of the railway. Mr. Howard has stood by his belief in a corporate livery, although his blue livery on Caledonia is certainly questionable. There is still something to be said for different liveries, provided there is a precedent, to attract more potential passengers and travelling behind different locomotives. At the moment, there is nothing to differentiate between them.

On the carriage side of things, the previous purple lake and white livery has, thank goodness been replaced by the more attractive, both to passengers and onlookers, red and cream livery. However what is of some concern is the complete lack of a rolling programme of refurbishment of the existing operational, valuable and historic carriages, something that this Association has been calling for, for many years. Mr Howard’s apparent desire to destroy 1873 carriages was deplorable and it was only after intervention by this Association going direct to the Minister that there safekeeping was assured, at least for the time being. With no actual works programme for the operational stock, concern was mounting that we were witnessing them being run into the ground, and new steel bodied coaches would be purchased to replace them; something which the writer had been made aware of when meeting Mr. Howard for the first time in 1999.

Another emotive subject is of course the ex-County Donegal diesel railcars, which are to this day still languishing, three-quarters rebuilt in the Douglas carriage shed. It will be recalled that work was halted as the result of the ever-increasing cost and we must thank Mr. Howard who confidentially advised the Association of the reasons why work was halted and the possible cost in completing them. What was not acceptable however, was the idea to get rid of them to a railway society back in Northern Ireland. This was not only against legislation that prevents items such as these being removed off the Island without Tynwald approval but the Tourism Minister appeared to know nothing of what was proposed. With the current cut back in expenditure by all Government departments, the opportunity has been lost to persuade the Treasury for one final grant to complete the job. Another part of the railway’s history has been lost.

The state of station buildings is one, which has constantly been on our agenda with the Tourism Minister. The Minister advised us some 18 months ago that his Director of Transport, David Howard had confirmed to him, that a survey of all station buildings was underway and that a copy of the report would be made available to the Association. Furthermore a request for Douglas, Port St Mary and Port Erin stations to be placed on the register for protected buildings under current Manx legislation would be undertaken. Despite all these assurances, nothing further has been forthcoming although we have learnt that the buildings survey was completed some months ago. During all this time, the exterior of the buildings are deteriorating rapidly, especially Port Erin station, which it will be recalled, received a National Heritage award during Robert Smith’s time in office. It must however, be recorded that through Mr. Howard’s efforts, each station now has the benefit of platforms, which is certainly a plus for the travelling passenger.

With the Island’s railways celebrating numerous centenaries during the nineties, here was a splendid excuse to put the Isle of Man and its railway’s on the enthusiasts’ list of places to visit. The events which were held were exceptional and were well attended and it is a recorded fact that the number of tourists visiting the Island during this period substantial increased because of these events. With nothing particular to celebrate on the turn of the century, these events were substantially curtailed to one, 4 day event each year. The events were not on a scale seen in previous years and gradually those who previously attended have dwindled away. The cost has apparently been blamed; the wage bill must have increased substantially in the nineties and so with nothing special to celebrate in the new century, there was no need for such a lavish programme. But surely, did we have to lose so many of the popular events such as the evening photograph sessions on both railways; we were told it was the cost but we understand that, for instance the evening sessions were paid for by the Special Events department of Tourism and not from the railway’s own budget.

Is the steam railway part of the Island’s public transport system or not; it certainly cannot be considered as an enthusiast’s railway, so what it is? As the steam railway unlike the M.E.R. does not run 52 weeks year, but simply through the 6 month holiday period, its primary aim is towards attracting the holidaymaker.  Granted southside residents use it in the summer months who take the train to Douglas to shop at Tesco next door, but that’s because it’s cheaper than the bus, using the annual resident tickets that are available on the trains. Not forgetting that the railway covers for the bus service for a couple of evenings in July when the roads are closed for the Southern 100 motorbike practices. If it was part of the public transport system, then why doesn’t the buses connect with the trains at Douglas and other Stations. The railway forms part of the Island’s tourist industry and is a major attraction for visitors.

A complaint that has constantly been made by Editorial teams of railway periodicals over the last few years is the complete lack of news as to what is going on, on the railway and that members of staff and in some cases management, are not permitted to make statements. The lack of any sort of attendance at major railway events on the mainland, such as those which have taken place at York in 2004 and Crewe in 2005 is deplorable. Surely something on a smaller scale than was done in the nineties for similar mainland railway exhibitions could have been mounted. The railway’s excuse when questioned on the subject “we weren’t invited”!

When the line was fully reopened to Port Erin a timetable of six return services was provided throughout the season. This proved unpopular with the train staff as inevitably there were delays and turn round times suffered, the staff being unable on occasions to have a proper meal break. Last year saw a reduction to four return trips a day, yet the numbers travelling did not suffer as a result. Costs were therefore reduced, which has to a good thing but during the high six week season, one extra return service on weekdays as seen in previous years would have encouraged more passengers. If on arriving at Douglas just 10 minutes after the 10am service has left, it’s high unlikely that the potential passenger is likely to wait around until the next train at noon. It also appears that special evening charters at not exactly encouraged. Naturally they have to be cost effective, one would expect that, but £900 for an evening train midweek (£1,200 at a weekend) is somewhat excessive, especially if you have to return from your destination fairly immediately, unless you agree to return home later by bus.

Although not part of this review, a mention should perhaps be made of the MER and buses which also form part of the Transport Division and Mr Howard’s responsibility. The electric railway has probably been less affected over the last six years in its appearance and operation than our subject. The lack of the evening service can only be regarded as a retrograde step and the fiasco over the Laxey car shed is something beyond words. Turning to the buses, it will be recalled that when Robert Smith departed there were a number of unresolved issues and during his tenure, a series of strikes. Mr. Howard must be congratulated for tackling this head-on with the result that the Island can now boast of a very efficient bus service and a fleet which must be the envy of many operators in Britain.

To sum up therefore, has the railway suffered over the last six years whilst in the control of Mr. Howard? Having been involved in various ways with the railway for more than forty years and witnessed at first hand its highs and lows, I would say it probably has not. It is in a more secure position than before, but at what cost. The railway has lost a lot of friends by its attitude and it’s manner of dealing with them. A prime example was the attitude of management shown to the travelling public on at least two occasions of an evening special train. Travelling on the last example was an Editor of a leading railway periodical who said he had never witnessed such antics of railway management at any other railway he had visited. The historic value and appearance of the railway has been lost as well as many opportunities, including for example more patronage by corporate bodies and others to travel. Perhaps in some cases, the accountants’ pen has been too severe.