Wrexham & Shropshire

Formation Wrexham & Shropshire was established during early 2006 with the aim of operating rail passenger services between Wrexham and London Marylebone. The company was a joint venture between John Laing and Renaissance Trains. Unlike the majority of train operating companies active at that time, this new operator had not been awarded a franchise to run the service, but instead pursued the venture as an open access operator. There was no incumbent competition, as direct railway services between the region and London had been withdrawn by InterCity in 1992. The franchised operator Virgin Trains had launched its own service between Shrewsbury and London Euston in May 1998, but the company had decided to withdraw this service during 1999. In October 2006, an evaluation service ran from London Marylebone to Wrexham General via the proposed route using the EWS Company Train. This evaluation train, formed from a rake of Mark 3 carriages with a British Rail Class 67 locomotive on either end. This was a satisfactory arrangement, and it was announced that a broadly similar arrangement would be used for the regular service during December 2006. However, Wrexham & Shropshire's original plans had envisaged using either Class 158 or Class 170 diesel multiple units, but a lack of available rolling stock had compelled the company to adopt the locomotive-hauled arrangement instead. However, in November 2006, the Welsh Assembly announced that the Wrexham & Shropshire was eligible for the grant and, as a result, a site survey at Wrexham General was undertaken. Upon its completion, the depot was to be open to all train operating companies. Approval and launch In March 2007, Wrexham & Shropshire lodged an application with the Office of Rail Regulation for track access rights to operate services. In September 2007, the company was granted access rights from December 2007 for a seven-year period. The timing of this decision meant that Wrexham & Shropshire's original plan to launch passenger services in 2007 had to be postponed into the first part of the following year. On 28 April 2008, Wrexham & Shropshire commenced scheduled passenger operations. The occasion was hailed by Deputy First Minister Ieuan Wyn Jones as "a key role in building a more effective rail network for Wales". The launch of Wrexham and Shropshire saw the restoration of regular direct trains between Wrexham and London for the first time in 41 years. The relatively lengthy journey time, which was partly due to the use of unfavourable train paths, was attributed as a detracting element of the service. Favourable features included the rolling stock itself, which was frequently observed to be of a high standard and relatively luxurious. The firm rapidly established an excellent reputation for customer service, being scored on multiple surveys in the high 90s, including a 99 per cent customer satisfaction rating in 2010, the highest of any British train operator. Ownership changes and proposed merger In January 2008, John Laing's rail operations division, which included its shareholding in Wrexham & Shropshire, were sold to the German state railway company Deutsche Bahn. After this transaction, the shareholders in Wrexham & Shropshire were DB Regio (50%), Renaissance Trains (36%) and John Laing (14%). In September 2009, DB Regio announced that it would be taking complete ownership of Wrexham & Shropshire, resulting in its partial alignment with fellow DB-owned UK train operating company Chiltern Railways. in Chiltern Railways livery at Shrewsbury In September 2009, Wrexham & Shropshire announced that from the beginning of 2010, it hoped to transfer operation of the Wrexham & Shropshire branded services to fellow DB Regio subsidiary Chiltern Railways. In light of the problems encountered with Wrexham & Shropshire abstracting revenue from Chiltern Railways, the Department for Transport did not sanction the merger, effectively preventing it from going ahead. Demise On 28 January 2011, Wrexham & Shropshire ceased all operations after a review had concluded there was no prospect of the business ever being profitable; it had incurred losses of £2.9 million in 2010 alone. While the decision to terminate its services had been heavily influenced by financial factors, the company was not insolvent and was still able to fulfil all of its financial commitments. The low passenger numbers and lack of profitability were attributed to the Great Recession. Customers who had purchased advanced tickets beyond this date were able to use them on alternative routes using the trains of other companies. The last train that was run by the company was the 18:30 from London Marylebone to Wrexham General. Following the end of operations, Wrexham & Shropshire's assets were dispersed and typically saw use elsewhere. The Class 67 locomotives were returned to general use with their owner DB Schenker. Where possible, Wrexham & Shropshire's staff were found new positions with other train operators. ==Services==

Route From services ran via , , , , , , and to . From here services would proceed to and either via , and , or via and . Because of a Moderation of Competition clause inserted into Virgin Trains' Track Access Contract with Network Rail by the government, Wrexham & Shropshire were not able to service a number of West Coast Main Line stations. Wrexham & Shropshire's Track Access Contract did not allow it to call at Birmingham New Street or Coventry, although the contract did allow it to call at Wolverhampton and Birmingham International to pick up only on northbound services and set down only on southbound services, although Wrexham & Shropshire elected not to serve the latter. Likewise to protect Chiltern Railways from revenue abstraction (even though both entities were owned by the same parent company, DB Regio), northbound services could only pick up and southbound services set down at Banbury. From December 2009, the Banbury restrictions were lifted and services also called at Leamington Spa. after the Department for Transport found that revenue had been abstracted from Chiltern Railways. Diversionary routes During weekend engineering works, Wrexham & Shropshire services were frequently diverted. When the Wrexham to Shrewsbury line was closed services operated from Wrexham General to Shrewsbury via Chester and Crewe. When the Shrewsbury to Wolverhampton line was closed services reversed at Shrewsbury before reversing again at Crewe and proceeding via Stafford to Wolverhampton. When the line south of Birmingham was closed, services operated via the West Coast Main Line, Willesden Junction, Acton Junction and Ealing Broadway to South Ruislip before reversing to reach Marylebone. When the South Ruislip to Marylebone line was closed services would be diverted to London Paddington. Timetable Wrexham & Shropshire's initial timetable was for five trains per weekday between Wrexham and London with a journey time of approximately four hours and 15 minutes. This timetable had been formulated several years prior to the service's launch, largely by planners at John Liang. From July until September 2010, a fourth Saturday service was operated. In December 2010, the weekday service was reduced further to three per day, with insufficient customer demand being cited as the reason. Rival services In February 2008, Virgin Trains announced that its intention to operate a direct service between Wrexham General and Euston on a trial basis from December 2008, with a morning southbound and evening northbound service. Virgin's service operated from Wrexham General via Chester and Crewe to London Euston along the West Coast Main Line using Class 221 Super Voyagers, with a journey time of approximately two and a half hours, compared with Wrexham & Shropshire's average of four hours. As this was an extension of a Chester - Euston service, it did not serve stations in Shropshire or the West Midlands. Arriva Trains Wales lodged an application with the Office of Rail Regulation to operate two daily trains from to London Marylebone. The application was rejected in February 2010 because the Office of Rail Regulation was concerned about the financial viability of the service. DB Regio had stated that if the application was successful that it would cease funding Wrexham & Shropshire and operations would cease. ==Rolling stock==

at London Marylebone at London Marylebone trailing a set of Cargo-D Mark 3s Services were operated by a DB Schenker Class 67, Mark 3 carriages and a Driving Van Trailer. To operate the service, DB Regio purchased a fleet of ex Virgin West Coast Mark 3s and Driving Van Trailers and put them through a refurbishment programme at Marcroft Engineering, Stoke-on-Trent. A dedicated fleet of four Class 67s (012-015) were repainted in Wrexham & Shropshire livery in preparation for the service's launch in April 2008, followed by a fifth (010) in April 2009. When services commenced, none of the carriages were ready, thus Mark 3s were hired from Cargo-D and operated in top and tail with a Class 67 at each end. The Driving Van Trailers entered service in October 2008, but it would be September 2009 before the first Mark 3s were ready. Originally the four sets consisted of three Mark 3s, this was later increased to four from May 2009 although these were not refurbished internally. Following Wrexham & Shropshire's reduction in service levels from December 2010, a single Mark 3 set was leased to Chiltern Railways to operate a Birmingham Moor Street to London Marylebone peak-hour service. Fleet Depots The Mark 3 sets were based at Chiltern Railways' Aylesbury depot. They were also stabled at Wembley depot and in the bay platforms at the south end of Wrexham General that were reactivated. ==See also==