Royal Deeside Railway Preservation Society Pete Mearns, the Royal Deeside Railway Preservation Society
ABERDEEN CITY COUNCIL
Name of Committee : Resources Management th Date of Meeting : 14 September 2006
Title of Report : Development Plan for the creation of a Railway heritage Centre, using the Ferryhill Engine Shed. Lead Officer : Gordon McIntosh Corporate Director Neighbourhood Services South Author of Report : Norrie Steed, Head of Service, Shelter and Environment • (52) 3096 [email protected]
Other Involvement: Councillor Irene Cormack Douglas Paterson, Chief Executive Consultation undertaken with: Susan Cooper, City Chamberlain Jane MacEachran, City Solicitor Dr Margaret Bochel, Head of Service: Planning & Infrastructure Mike Duncan, Asset Management Manager James Forbes, Surveyor –Asset Management Frances Swanston, Planner (Conservation & Design) Planning & Infrastructure Colin Stuart, Principal Parks and Countryside Officer David Forsyth, Grounds Maintenance Manager David Fryer, Community Planning Officer Dennis Inkson, Roads Engineer Jon Tyler, The Royal Deeside Railway Preservation Society Pete Mearns, The Royal Deeside Railway Preservation Society
Summary of Report
The purpose of this report is to seek the Committee’s in principle approval for the establishment of a railway heritage centre, using the Ferryhill Engine Shed.
Links to the Community Plan and to a Partnership for Aberdeen
This proposal directly links to the promotion of Aberdeen.
Recommendations
The Committee approves, in principle, that the Ferryhill Engine Shed be leased to the Royal Deeside Railway Preservation Society (Registered Scottish Charity SCO27686) and that access to it be enabled via Duthie Park, subject to the following qualifications: i. the Railway Heritage Centre will be solely within the confines of the Ferryhill Engine Shed and will not now , or at any time in the future, involve the opening of railway access using the route known as the Deeside railway line walk except with the express consent of Aberdeen City Council; ii. the Deeside Railway Preservation society will provide clear details of its constitution and status as a recognised charity, to the Aberdeen City Council; iii. the Royal Deeside Railway Preservation Society will be solely responsible for making all further progress with bids for funding; iv. that a document be drawn up by Aberdeen City Council Legal Services which clearly states the agreed responsibilities and liabilities of all parties which would be involved in the Ferryhill Railway Trust which has been proposed as the body charged with running the proposed Railway Heritage Centre; v. the Royal Deeside Railway Preservation Society shall provide Aberdeen city council with a document which contains a clear and unambiguous statement of the scope and nature of its intended bid for funding to the Heritage Lottery Fund; vi. the development would require both planning permission and listed building consent. The engine shed is Category B listed and therefore any approval by the Council for listed building consent will be subject to final approval from Historic Scotland; vii. a contaminated land study will be required from the Royal Deeside Railway Preservation Society by the Council's contaminated land unit to ensure that there is no risk to people using the site from contamination caused by the storage and/ or use of substances harmful to human health when the railway was in operation ; viii. a condition of any Heritage Lottery Grant would be a 99 year lease at a rent which the Ferryhill Railway Trust can be expected to afford, or, outright purchase by the Ferryhill Railway Trust at a figure which reflects the current condition of the building; and ix. the Royal Deeside Railway Preservation Society shall, at all times, take proper account of the Council’s plans for the restoration of Duthie Park and ensure that they are compatible with the Council’s plans, by undertaking any appropriate survey of the local residents.
Implementation
This would depend on the timescales applicable to the bid.
Resource Implications:
People: There are no implications in terms of this report Finance: The Council would benefit from a small rental income from the leasing of the site and, in the longer term, from increased visitors to the Duthie Park Systems & Technology: None Property and Other Equipment: The terms of a leasing agreement would have to be worked out between the Council and the Royal Deeside Railway Preservation Society
Other Implications Health & Safety: The Engine Shed would have to be fully restored to a safe working condition by the Royal Deeside Railway Preservation Society Risk Management: This is an opportunity to continue to promote Aberdeen’s rich Victorian heritage and to increase tourism, with the economic benefits that this would bring to the City.
Human Rights/Equalities/Diversity: None in this report Sustainability: The Heritage Centre would require to be self-funding
Signature: Main Considerations
1. Background
1.1 The Current Building
Ferryhill engine shed is a ‘B’ listed building, sited next to Polmuir Avenue, and was formerly used by the ‘old’ Contracting Services Department for Aberdeen City Council as a storage depot. It is now unsafe and no longer in operational use. A condition survey in May 2004 indicated that around £305,000 would be required to bring it into a suitable state.
1.2 The Royal Deeside Railway
In 1996/7 the Royal Deeside Railway Preservation Society approached the Council with a request to be granted access to the embankment, but allowing the existing footpath to remain. The intention was to rebuild missing bridges and run a tourist attraction railway but this was declined because of a number of major factors, including disturbance to households along the line, loss of wildlife habitat and trees along the route etc.
The society now wishes only to apply for permission to run a railway heritage centre which is solely within the confines of the Ferryhill Engine Shed. They would also like the project, if it was given permission to proceed, to be administered by a Trust, The Ferryhill Railway Trust, consisting of members from both the Royal Deeside Railway Preservation Society and selected Council representatives.
The initial strategy would be to lease the site, with an eventual opportunity to purchase the Shed and its ground.
1.3 Ground Maintenance Depot
Although the Shed is no longer in use, the Council’s Grounds Maintenance Services operate a depot sited between it and Polmuir Avenue.
1.4 Access Issues
The Society would wish to have access, on a permanent basis, to the Shed via adjacent land, which, at present, contains an A-Listed locomotive turntable.
Network Rail has thus far resisted this, on the grounds that the land is still operational railway land posing a safety issue and Scotia Homes will develop the adjacent property. This may also prejudice the long-term future of the Grounds Maintenance Depot, which uses Polmuir Avenue for access. 1.5 A Roads Engineer’s View of Access Issues
In January 2004, Roads (Developments & Traffic) provided a professional opinion on the feasibility of various forms of access to the shed. In short, it indicated that:
i. additional traffic passing through the Grounds Maintenance Depot would be a safety hazard to staff working in that Depot;
ii. the above access could be used for essential vehicles such as construction/maintenance machines working on the shed but it was stressed that such access would not be suitable for members of the public;
iii. there are serious reservations to using the current footpath within the Duthie Park for vehicular access because of safety hazards to pedestrians, especially children;
iv. a road route, between the current car park in Duthie Park and the shed, would not be feasible because of the gradient which would result; and
v. a pedestrian route between the current car park and the shed would also have a steep gradient.
1.6 Duthie Park Heritage Bid
At present, a Heritage Lottery Fund bid is being taken forward and consideration must be given to the impact of the Society’s plans (should they be successful ultimately) on this.
2. Issues to be Clarified
The following issues are essential and have to be clarified if the project is to move forward:
i. access to the shed; ii. rent; iii. the definition and constitution of the organisation which will make the bid; iv. the responsibilities/liabilities of that organisation; v. the terms of legal relationship with the Council –legal services to sort out; and vi. a Clear and unambiguous statement of what the bid will be asking for .
2.1 Access to the Shed
This has to enable:
i. Passage of vehicles/plant for the renovation of the shed. ii. Passage of vehicles carrying exhibits to stock the museum.
iii. Access to the shed by staff of the Museum and by members of the public who wish to visit.
There may be a number of potential solutions, including:
a. proper, safe access alongside or through the Grounds Maintenance Depot, paid for by a successful bid by the Society; or
b. moving the Grounds Maintenance Depot, with costs paid for by a successful bid by the Society; or
c. reducing the size of the Grounds Maintenance Depot, moving aspects of it (or discontinuing them if not needed), costs paid for as above; and
d. building a “zig-zag” pedestrian footpath up from the Duthie Park to link to a), b) or c) above, costs paid for as before and fitting in with the principles of the Duthie Park Heritage Lottery Fund Bid). This would reduce the gradient and facilitate access for folk with physical disabilities.
2.2 Rent
The Society has suggested that the Council might wish to consider providing it with access to the land on which the shed is built, by means of a reasonable annual rent.
2.3 Definition and constitution of the organisation which will make the bid
It is understood, from section 2 of the Ferryhill Railway Heritage Centre Development Plan (See Appendix 2) that the Royal Deeside Railway Preservation Society is a recognised Scottish Charity. It is further understood, from sections 3 and 12.2 of that Plan, that it is the Royal Deeside Railway Preservation Society, which has been in contact with the Heritage Lottery Fund thus far and will be solely responsible for making all further progress with bids for funding.
2.4 Responsibilities/liabilities of all parties involved
Taking 2.3 above into account, it follows that The Committee must have a clear and unambiguous statement of the responsibilities and liabilities of the organisation which will make the bid for funding. In addition, this statement must include the terms of any legal relationship with the Council. This is because the Development Plan proposes, in section 11 that the Ferryhill Heritage Centre would be run by a Ferryhill Railway Trust comprising Royal Deeside Railway Preservation Society personnel, selected individuals from other interested groups (e.g. Aberdeen Railway Model Club, etc) and representatives from Aberdeen City Council. It is proposed that this be drawn up by Legal Services, in consultation with the Royal Deeside Railway Preservation Society Trust, for approval by all parties.
2.5 Clear and unambiguous statement of what the bid will be asking for
It is understood that the bid will be for the establishment of a Railway Heritage Centre, to be located solely within the confines of the Ferryhill Engine Shed. This is based on the content of an e-mail communication to Councillor Irene Cormack from Pete Mearns, dated 21/09/2005. Mr Mearns goes on to state that the application (to the Heritage Lottery Fund) would have nothing to do with the former Deeside Line Trackbed (now forming the Deeside Railway Line Walkway). Accordingly, the Committee would require to be provided with a clear, comprehensive and unambiguous statement of the scope and nature of the bid.
3. Summary
i. The Royal Deeside Railway Preservation Society has been engaged in discussions with Network Rail and the Council for some three years , in an effort to establish a railway heritage museum in the now disused Ferryhill Engine Shed, which is owned by the Council.
ii. Progress has been held up by continuing uncertainty over the issue of access to the shed, both for renovation/maintenance and visitor access purposes.
iii. There is a major bid to the Heritage Lottery Fund to help fund the restoration of Duthie Park to the standards of its Victorian origins and this must be taken into account by the Society’s bid.
iv. The situation needs to be resolved quickly, in order that the Society can have certainty about the options available to it.
4.0 Conclusions
Provided that the legal issues outlined in paragraphs 2.3-2.5 above can be agreed between the Council and The Royal Deeside Railway Preservation Society, the only remaining issues are those concerning rent and access.
Neither issue presents anything like an insurmountable problem and the Officer responses (Appendix 2) have provided answers as possible solutions:
i. Rental is not a problem, if approval was given by Elected Members (Asset Management Response –Appendix 2);
ii. Access for members of the public could be achieved in a safe and equitable manner by a zig-zag path up from Riverside Drive, without having to go through working depots and /or requiring a permanent right of access from Network Rail (Roads response –Appendix2). The Principal Officer, Parks and Countryside, has proposed an alternative, more elegant form of access, leading directly from Duthie Park, at the same level as the Engine Shed ; and iii. Access to enable renovation and stocking of the facility shouldn't be a problem, as long as the proper risk assessments and consequent safety precautions are taken (Roads response – Appendix 2).
The latter form of access would be temporary and so shouldn't affect Network rail's property development interests in the future.
If the Heritage Group can obtain the necessary funds, the rental and access issues should be easily addressed. The existence of a Museum with railway heritage exhibits would also be in keeping with the Duthie Park heritage bid, which has, as one of its main aims, restoring the Victorian grandeur of the park.
Appendix 1 – The Ferryhill Railway Trust Development Plan
(Separate document attached)
Appendix 2 - Royal Deeside Railway Preservation Society Constitution (Scottish Charity SCO27686)
(Separate document attached)
Appendix 3- Responses (i) James A Forbes Principal Technical Officer (Asset Management) Resources Management Service I refer to your email of 13 April to Mike Duncan and others regarding a brief paper on the situation with the Engine Shed. Various officers in the Asset Management Section have had involvement in this issue over time but have since left the Council or are retiring. I have had brief trawl of our file on the case and can concur that there are a number of issues to be determined if the shed is to be leased/sold. The present access along Polmuir Avenue and then into the CSD yard and then into the Engine Shed grounds is somewhat difficult in that Polmuir Road is almost certainly owned be Network Rail and the CSD yard is extremely busy. The status of Polmuir Avenue has still to be confirmed with Legal Services (Jane MacEachran's team) but I suspect the following is the case:- 1. The Council probably has a Servitude right of access over Polmuir Avenue and this right is probably restricted to access use in relation to the CSD yard. Any additional access use would require negotiation and agreement with Network Rail. Our historical experience in negotiating with Network Rail shows this can be a very timeous procedure.
2. The access through the CSD yard has been discussed previously and was not supported by CSD as it clashed with their operational use of the yard and may be a safety hazard. The main purpose of the yard is to service the Duthie Park although I understand it also services other sites in the Ferryhill area. Any proposals to move this yard elsewhere would be a decision for Neighbourhood Services South in terms of operational requirements.
3. Access from Riverside Drive has, I understand been discussed by Roads and Planning, and again not supported on safety and topographical grounds.
4. Rent - at this time we see no difficulty in setting up a standard lease and rent based on the present condition of the property (if access issues can be resolved)
5. Asset Management will be happy to investigate any property issues derived from an agreed proposal should the Council wish to proceed with the scheme.
I apologise if the above has not answered all your queries as I am on a learning curve myself. I am on holiday now until 15 May and will be happy to discuss the matter further then. In the meantime if there is anything urgent you can contact Mike.
(ii) Dennis Inkson Roads Engineer Neighbourhood Services South
There is no problem for the passage of vehicles/plant for the renovation of the shed through the Ground Maintenance Depot. However warning signs would have to be erected. There is no problem for the passage of vehicles carrying exhibits to stock the museum through the Ground Maintenance Depot. There is no problem for the passage of staff vehicles through the Ground Maintenance Depot. However I do not recommend that members of the public use the Ground Maintenance Depot for access I do not consider that it would be realistic to construct a safe access through the Grounds Maintenance Depot but full access to the Engine Shed could be provided if the Depot was removed or reduced considerably. I recommend that a pedestrian link is made from the existing footpaths within the Duthie Park as this would serve visitors from both the north and South. However a new footpath could be constructed from the Duthie Park Car off Riverside Drive up to the Engine Shed. However this is a steep gradient and so as well as a direct route incorporating stairs a “zig-zag” footpath would reduce the gradient and facilitate access for people with physical disabilities.
(iii) Susan Cooper City Chamberlain, Resources Management Service
Financial aspects - if it progressed and a centre was set up and operated by a Trust, what are its expected running/operating costs likely to be and where would it get its funds from? Would they be looking for Council support? What other sources? etc. Has any initial "business plan" been developed? iv) David Fryer Neighbourhood Community Planning Officer Neighbourhood Services South
Hi... Wanted to clear this one, and finally decided that all issues can be resolved through a joint park/ engine shed approach , which will enable a key amenity and visitor facility to come through; why do it any other way?
Let's find a way to empower the energy and enthusiasm of the volunteers emerging through the Friends Group, as well as the railway groups. v) Councillor Irene Cormack Elected Member for Duthie Ward Aberdeen City Council
I have had another look at the report on the Engine Shed and feel even more strongly about the community involvement and that there should be some reference to "subject to appropriate Planning consents" or whatever the appropriate term is.
I think there should also be a sort of "environmental impact assessment" in terms of the impact on residential amenity and parking implications etc. With regard to residential amenity I am thinking of noise and steam etc. vi) Frances Swanston Planner (Conservation & Design) Planning & Infrastructure Strategic Leadership Services
The project would not need an environmental assessment as the project appears to be too small scale and does not meet the general criteria set out in Circular 15/1999.
The development would require both planning permission and listed building consent. The engine shed is Category B listed and therefore any approval by the Council for listed building consent will be subject to final approval from Historic Scotland. The report should make mention of this. Due to the use of the site as a former railway shed, based on other applications I have dealt with involving railway buildings/land, a contaminated land study is normally required by the Council's contaminated land unit to ensure that there is no risk to people using the site from contamination caused by the storage and/ or use of substances harmful to human health when the railway was in operation . I have spoken to Stuart Sneddon of the Contaminated Land Unit who has confirmed that a study is likely to be asked for with any application for the engine sheds.
vii) Jon Tyler The Royal Deeside Railway Preservation Society
Thank you for sending us a copy of the Draft Report on Ferryhill. This was discussed at the Society's committee meeting on 4th July. The committee members were pleased to see that progress has been made on the access issues and were in agreement with most of the recommendations.
Members wished me to request that the following minor amendments to be made to the report:
recommendation (i) to have the following phrase added. "...except with the express consent of Aberdeen City Council."
In the recommendations, or elsewhere in the report where appropriate, a statement to the following effect. "It would be expected that a condition of any Heritage Lottery Grant would be a 99 year lease at a rent which the Trust can be expected to afford OR outright purchase by the Trust at a figure which reflects the current condition of the building."
It was noted that the Council expects that the Society will be solely responsible for making all further progress with bids for funding. While it is accepted that the Society will take a lead in this, and we have succeeded with a number of bids for grants from the Lottery, we would hope that it would be acceptable for the Society to make use of assistance from professional funding advisers, consultants and other agencies with experience of successful bids on this scale. I understand that a copy of the Society's constitution has been provided as requested. Please let me know if you require any further information.
viii) Pete Mearns RDR
Many thanks for the copy of your draft report re the Ferryhill Engine Shed. Having read the document, we find no issues with the content. The first piece of information you request is the charity status of the Royal Deeside Railway Preservation Society and this is as follows:
Registered Scottish Charity SCO27686. I shall endeavour to send you a copy of their constitution as soon as possible.
Once we are established on the site, several funding sources would become available, the main one being the Heritage Lottery Fund. These applications would however be made by the Ferryhill Railway Trust which as yet has not been constituted. Do you therefore suggest we proceed and form the Trust or would it be sufficient for the RDRPS to provide the statement (referred to in item (v) of your recommendations) at this stage? (advised by report author to provide statement at this stage) Just to re- iterate, the Centre would/will be administered by the Ferryhill Railway Trust and operated by a separate stand alone limited company. Do you suggest that we also form this company at this stage or should we wait for the decision of the September committee? (advised by report author to await decision of the September Committee) (APPENDIX 1 to Resources Management Committee Report)
Development Plan For the creation of a Railway Heritage Centre at Ferryhill
March 2006 The Ferryhill Railway Heritage Centre Development Plan
CONTENTS
Page
1. Introduction 3
2. Background 4
3. Strategic Overview 5
4. Market Demand 6
5. Projections 7
6. Local Population and Visitor Estimates 8
7. Early Plans 12
8. Bon-Accord 14
9. Gordon Highlander 15
10. The Railway Preservation Industry 16
11. Operation 17
12. Administration 18
13. Business Plan 21
14. Long Term Goals 22
15. Letters of Support 23
16. Conclusion 24
Appendix 1 Letters of Support
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1. INTRODUCTION
At the time of its inception in 1996, the Royal Deeside Railway identified a series of outstanding assets which were still in existence, thirty years after the closure of the line. These included the large sections of unobstructed trackbed, the outstanding history of the line and Platform nine at Aberdeen Joint Station. Above all however was the ‘B’ listed former Caledonian Railway engine shed, the adjoining water tower and the ‘A’ listed turntable on the site of the former mainline engine sheds at Ferryhill.
The location is in itself unique, adjoining the northern terminus of the East Coast Mainline, the junction with the Deeside line and one of Aberdeen’s major ammenities, the Duthie Park. The potential for a major attraction incorporating a Railway Heritage and Mainline servicing centre was therefore immediately identified and the purpose of this draft development plan is to outline the means by which the Royal Deeside Railway under the auspices of the Ferryhill Railway Trust would hope to bring this to fruition.
Ferryhill Engine Sheds in the 1980’s
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2 Background The Royal Deeside Railway Preservation Society, a recognised Scottish Charity, has been actively engaged in promoting its plans for the re- instatement of all or part of the Deeside Railway since 1996. During that time it has become readily apparent that there is considerable local support for such re-instatement, both in Aberdeen city and on Deeside.
The aim is to reinstate a section of the line between Aberdeen and Ballater and operate this as a Steam hauled/heritage operational railway. It is also our intention to establish a visitor centre at Ferryhill, which will allow the public to view railway archive displays as well as vehicles undergoing restoration. This site would also provide the maintenance facility for the railway.
The Railway Heritage Centre at Ferryhill should be regarded as an independent attraction, discrete from the parent Royal Deeside Railway. In order to obtain benefits such as exchanges with other collections, it should include a registered museum and we propose that the overall facility be run by a trust. This would be made up by members from the Royal Deeside Railway, other interested groups and representatives from Aberdeen City Council.
Another View of he Sheds in the 1980’s
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3 Strategic Overview
There are several scenarios for the establishment of the centre, mostly dependant upon levels of initial funding attracted to the project. These range from the bottom line of no available funding - Case 1, to a top level where major funds are attracted and a complete revamp of the site is possible - Case 3. Between these is Case 2 where at least some support funding is available.
Case 1 The relocation of the Royal Deeside Railway’s vintage collection of Great North of Scotland Railway coaches (recognised as of National Importance by the Railway Carriages Trust), the establishment of an extensive model railway display (Aberdeen Model Railway Club would join us on the site) and the creation of a railway workshop featuring steam engines would all be possible with no initial funding. Although basic, such a site could offer an attraction comparable to the successful RDR Visitor Centre at Crathes and could open at week-ends, initially run by volunteers
The Royal Deeside Railway has enjoyed considerable success in attracting ‘in kind’ support from companies in the area so we are confident that basic necessities such as securing the building, power and toilets could be established even under this scenario.
Case 2 Approaches have already been made to the Heritage Lottery Fund and negotiations are ongoing. The application has received a favourable response but with a success rate for railway based applications currently at one in three it would be a mistake to base the overall project on any one application.
Moderate funding such as support for the safe housing of the carriage collection would allow the site to be upgraded with toilets , displays and additional attractions such as a coach based cafeteria.
Case 3 In an ideal world, and with major funding it would be possible to establish a major attraction on the site with a workshop, museum, model railway, miniature railway (running into the Duthie Park) and an educational centre where Aberdeen’s Railway history could be told to new generations. Funding on this scale is however unlikely in the short term so an organic growth scenario based on a starting point of either Cases 1 or 2 is to be utilised for this study.
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4. Market Demand The story of Aberdeen’s Railway Heritage has been allowed to erode over the past three decades to the point where there is a glaring need for it to be rediscovered. The city itself is very limited in its provision of museums and heritage centres with only the Maritime Museum and the poorly located Transport Museum at Alford offering a limited choice in the sector.
A Railway Heritage Centre at Ferryhill, displaying the city’s connections with Royalty (Queen Victoria, Tsar Nicholas II and Kind Boudoin of Belgium all travelled to Aberdeen and Deeside by rail), its focal position in the Great Railway Races to the North and its crucial role in the fishing and quarrying industries would fill an obvious gap.
Table 1.1: Figures for stand alone visitor attractions comparable to Ferryhill.
Railway Visitors P.A.
Aberdeen Maritime Museum 47,000 Alford Transport Museum 48,000 Tanfield 57,000 Beamish 120,000 Duthie Park 440,000
King Edward VII arrives at Ballater Station having travelled by the Royal Train
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5. Projections
Given the above figures and the fact that there is an obvious lack of all weather facilities in the city, A Railway Heritage Centre at Ferryhill could be conservatively estimated to attract visitors in the 20,000 – 30,000 p.a. range. A case 1 scenario of only opening at weekends would reduce this initially but as the centre grows and opening hours are extended, it would attract at least as many visitors as the Maritime Museum (47,000). With the eventual addition of a miniature railway, large model railway and live steam engines it is more than likely that this figure would be exceeded within the first few years of opening.
A Model of Caledonian Railway 123
Cleethorpes Miniature Raiwlay
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6.1 Local and Regional Resident Population. Most visitor attractions are dependent upon a majority of visitors from the local area and the region. An important aspect in assessing visitor numbers is ease of accessibility in terms of travel time from home to the visitor attraction.
The Scottish Tourist Board (STB) 1990 Leisure Day Trip Survey stated that the average day trip travelled by residents within the former Grampian Region to be 35 miles, slightly higher than the Scottish average. The 1990 Leisure Day Trips in Grampian Survey indicated that the majority (67%)of day trippers to attractions in the region originated within the region itself. A further 24% of visitors were from the adjacent Highland and Tayside regions.
National visitor surveys such as the 1989 OPCS Leisure Day Trip Survey indicate that a successful and well promoted visitor attraction should be able to attract day trippers from within a two hour drive time.
Table 2.1: Age profile of the population within 1 and 1-2 hour driving time (Source: CACI)
Age Group 1 hour drive 1-2 hour drive (000s) % (000s) % 0 -14 51 18 92 19.2 15 - 24 41 14.4 66 13.8 25 - 44 88 31 139 29.1 45 - 64 61 21.5 106 22.2 65 - 43 15.1 75 15.7
Table 2.2: Projected change in age profile of the catchment area population. (Source: CACI)
Age Group % of population 1990 2000 0 -14 19 20 15 - 24 15 12 25 - 44 29 29 45 - 64 22 24 65 - 15 15
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6.2 Estimated visitor numbers Following research using other preserved railways' statistics, visitors can generally be broken down into the following three categories:
• On main holidays 10% • Short/Week-end breaks 18% • Day Trippers 72%
The Railways' own marketing strategy can be clearly aimed at the "Day Tripper" and "Short/Week-end breaks" potential customer, but will have less impact on the "main holidays" customer. This is simply because the Railway can attract potential visitors to its facilities on a day or weekend basis "in its own right", but to attract the longer stay visitor this must be done in conjunction with other local attractions. These visitors can be further broken down into four categories:
• Local day trippers • UK holiday makers • Overseas visitors • Railway interest groups
Local day trippers - Visitor attractions appear to achieve penetration rates of the resident population of between 0.5% and 5%. From table 5.1, it can be seen that this would represent between 7,500 and 75,000 visitors per annum.
Table 2.3: Local Population within 1 and 2 hours travelling time
Travelling Time Population Total Assumed Total Visitors, Penetration p.a. 0-60 minutes 300,000 4% 12,000 61-120 minutes 500,000 2% 10,000 TOTAL 22,000
Such a marketing strategy is likely to take a number of years to achieve its intended impact and as such it is estimated that in the early years of the project the majority of visitors will be local day trippers, combined with small numbers of visitors to the area who learn of the facility through leaflet/poster drops at Hotels, Bed & Breakfast establishments and Tourist offices.
UK Holiday Makers and Overseas Visitors - As can be seen from table 2.4 below, each year 186,000 people take annual holidays in the immediate vicinity of the Deeside Line. A further 235,000 people take holidays based in Aberdeen. Thus from a total of 421,000 holiday makers, it would be reasonable to expect to attract a minimum of 10% to the railway. Based on the assumption that only 10% of the visitors to the railway fall into this category, the overall visitor figure could potentially reach over 40,000 visitors a year.
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Table 2.4: Number of visitors taking their annual holiday in the area (Source:TMS Grampian Visitor Survey)
District No. visitors on annual holiday Kincardine and 186,000 Deeside Aberdeen 235,000 Gordon 105,000 Banff and Buchan 105,000 Moray 162,000 TOTAL 800,000
As can be seen from table 2.5 below, visitor figures DO NOT vary according to distance from major centres of population, rather, they reflect other features of the railways themselves. The Keithley and Worth Valley, the Bluebell and the Ffestiniog railways have, for example, been voted among the world’s top 50 train journeys by a panel of six travel writers in The Independent Newspaper. The making of the film ‘The Railway Children’ at North Yorkshire Moors has undoubtedly affected the visitor numbers to that railway.
Table 2.5: Top ten Preserved Railways in UK
Railway Visitor numbers, 2004 North York Moors 265,000 Severn Valley 197,000 Festiniog 194,000 Bluebell 175,000 Lakeside and Haverthwaite 170,000 Snowdon Mountain 147,000 West Somerset 146,000 Romney Hythe & Dymchurch 136,000 Ravenglass 135,000 Mid Hants 133,000
As such, research into the early years of similar attractions suggest that the majority of visitors will consist of the average family, two adults and two children.
Research shows that revenue flows are as follows: 20%,30%,50% weeks 1,2,3 respectively)
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Growth rates Year 2 would see increase of 10% on year 1, rising to 20% increase on year 2 in year 3. This occurs as the marketing policy begins to take effect, with very rapid growth expected from year 4 onward when the Railway begins regular train operation. Table 2.6: Estimated visitor numbers
Year 1 Year 2 Year 3 Easter weekend 2500 2750 3300 May 1500 1650 1980 June 3000 3300 3960 July 4500 4950 5940 August 4500 4950 5940 September 2500 2750 3300 Christmas(3 weekends) 7500 8250 9900 TOTAL 26,000 28,600 34,320
.
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7.Early Plans (Case 1)
Early plans for the case with NO external funding would be as follows:
The Storage and display of the RDR’s collection of Vintage coaches A Railway workshop A large model railway A Mainline viewing gallery A working steam engine A Registered Museum (Thereby allowing stock exchanges)
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Later Plans (Case 2/3) Later Plans which would depend upon the attraction of various external funding options and would include:
A Miniature railway running into and around the Duthie Park Expansion onto the adjoining Network Rail site Restoration of the Coaling Plant (one of only two remaining in the UK) Restoration of the Turntable Restoration of the Water Tower The Establishment of a Mainline Steam Charter servicing centre A Possible Steam Shuttle service into Platform 9 at the Joint Station
A4 Pacific ‘Union of South Africa’ at a Ferryhill Open Day in the 1980’s
The ‘A’ Listed Turntable today
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Bon-Accord
The former Gas Board locomotive ‘Bon-accord’ is being restored by the affiliated Bon-accord Locomotive Society and would probably be stabled at Ferryhill. A major overhaul is currently underway and first steam is planned for 2007. It would be an ideal contender to pull shuttle services to and from Aberdeen Joint Station.
Three sister Engines, ‘City of Aberdeen’, ‘Mr Therm’ and ‘No4’ are also still in existence and could be attracted to the site
Bon-Accord in its heyday in the Gas Works in Cotton Street
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Gordon Highlander
The former Great North of Scotland Railway steam engine, number 49 ‘Gordon Highlander’ remains in existence at Glasgow Transport Museum. It may soon be moved to the Bo’ness and Kinneil Railway for restoration to running service.
This however was NOT its territory and a major goal of any Railway Heritage Centre at Ferryhill would be to have it returned to its ‘home’ area.
Two Gordon Highlanders, one Steam one Diesel at a ceremony at Aberdeen Joint Station. The steam one could be attracted back to Aberdeen.
10. THE RAILWAY PRESERVATION ‘INDUSTRY’
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Railway Preservation is now an important ‘industry’ which continues to expand dramatically. In the United Kingdom it employs 1016 full and part time staff and additional relevant details are as follows (courtesy of ‘UK Heritage Railways’):
There are 108 Operating Railways and 60 Steam Centres operating throughout the UK and Eire.
Total route mileage is 427 miles (687km) with 570 stations.
New railways & planned extensions to existing railways could increase this total to 600 miles. (This exceeds the distance between London and Glasgow and is bigger than the London Underground).
7,800,000 visitors per year contribute £42,950,000 to local economies.
The North Yorks Moors Railway employs 96 staff with a wages bill of over £1,000,000.
The Severn Valley Railway had a similar wages bill for 1998.
See Appendix 1 for complete details
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11. OPERATION
3.1 General Approach If successful in our application, just how would we undertake to operate the facility? This is delineated in the following chapter. The Heritage Centre would be run by a ‘Ferryhill Railway Trust’ as is standard practice for similar facilities elsewhere. The Trust would be a totally autonomous body comprising Royal Deeside Railway personnel, selected individuals from other interested groups and and representatives from Aberdeen City council.
The Trust would be a minor affiliate of the Royal Deeside Railway and thereby be in a position to tap the expertise which that body has acquired in successfully opening and managing the Milton of Crathes to Banchory section of the former Deeside line. Much of the initial rolling stock and memorabilia would come from the RDR as would most of the volunteer labour required under the case 1 (no external funding) scenario.
TheThe FerryhillFerryhill RailwayRailway TrustTrust
TheThe Royal Royal Deeside Deeside Railway Railway AberdeenAberdeen City City Council Council
FerryhillFerryhill Railway Railway Trust Trust
RegisteredRegistered Museum Museum TheThe Bon-Accord Bon-Accord Locomotive Locomotive Society Society
AberdeenAberdeen Model Model Railway Railway Club Club TheThe 46464 46464 Restoration Restoration Group Group
12.1 ADMINISTRATION
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Without major initial funding the initial operation would entail a facility open to the public at week ends only and run by volunteers. The exact nature of the exhibits such as the model railway, historic displays and workshop tours would be determined by the trust, as would ongoing expansion and growth. The Trust would also manage the sourcing and application for funding.
Initial revenue would be from a basic admission price with ‘additions’ such as a cafeteria, souvenirs, conducted tours and educational lectures. This would be similar to the successful formula which has generated much early stage revenue at the Milton of Crathes.
12.2 Funding
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Funding for the project would become the responsibility of the governing trust. In anticipation of this an application has been made to the Heritage Lottery Fund and this is progressing through the system. At the moment however these efforts are being hampered by the lack of a tangible leasing agreement and actual possession of the building by the applicants.
Currently, it is likely that an application to move the Royal Deeside Railway’s vintage coaching stock would be successful.
Possession of the site by the Ferryhill Railway Trust would open up a whole range of new possible funding sources, including the Scottish Executive, Transport Scotland, The Heritage Lottery Fund and Scottish Enterprise (Grampian).
12.3 Volunteer Labour - This is the traditional route to making progress on this type of project and relies on the availability of sufficient numbers of active volunteers. The Royal Deeside Railway Preservation Society currently has over 300 members, Aberdeen Model Railway Club have 45 and the Affiliate Great North of Scotland Railway Association also have around 300. The majority of members in all three societies are located in the immediate Aberdeen area.
The proportion of membership considered as active has been taken as 15% for the progress forecasts but even at this figure it is obvious that a sizeable number of active volunteers could be attracted to the.centre.
The outstanding location of the Ferryhill site would also be of importance. Volunteers require convenient access and a pleasant and interesting working environment and with these in abundance at the centre, active support in excess of the normally anticipated figures is to be expected.
12.4 In-Kind Assistance - The Trust would need to rely heavily on ‘in-kind’ assistance especially in the early years, until a significant revenue stream can be established. Assistance of this sort includes equipment storage, transportation and handling, track panel laying, and various civil works such as site preparation.
Recent experience suggests that support by local companies is more likely to be forthcoming in terms of ‘in-kind’ help rather than cash or sponsorship commitments. Greater use of ‘in-kind’ relationships will therefore be pursued.
The RDR has already enjoyed outstanding assistance in this form and with its location in the heart of Europe’s Oil Capital, The Ferryhill Centre would undoubtedly facilitate the short notice ‘drop offs’ which are a feature of this type of support.
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12.5 Contributions – A notable of the Royal Deeside Railway success story has been the contributions received by members and non members often well in excess of annual fees. Although totally discrete from the RDR, the Ferryhill Trust could benefit from such support and this would be crucial in an early Care 1 scenario
12.6 Sponsorship - Direct financial sponsorship has encountered only limited success for the RDR. Several crucial early cases were achieved however (e.g. Quarterly Magazine support from Total Oil) and with its high profile it is probable that at least some of this type of funding could be attracted to the Ferryhill project.
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13. Business Plan
The three development cases were injected into selected business template models and the following table is an abbreviated consensus of their findings*. The models were for emerging businesses whose raw input data was similar to that which would be encountered at Ferryhill. *an exercise by RGU Business students
Initial Labour Visitor Number Admission Overall Sustainability Factor as a Funding Costs Estimates of Prices income Percentage opening minus days costs Case Nil Nil 2 – 4K 2 Low £2–4K 77% 1 Case £5 – £2k 4 – 6K 2 Medium £4–6K 68% 2 20K Case £120K £12K 16 - 20K 6 High £15– 63% 3 20K
Assumptions: Case 1 assumes only fuel, minimal stock purchases and peppercorn rent as costs . Case 3 assumes purchase of exhibits, 2 x salaried staff, cafeteria costs and increased fuel bills
Visitor estimates are based on the core 20 – 30k figure discussed in chapter 3
From the above it is seen that the Case 1 scenario, with minimal outlay on Stock purchases or salaries, would be the most financially viable in the initial Phase of operation.
Investment in stock and enhancement of the site would have obvious advantages however even though the level of risk increases in direct proportion to the increase in turnover.
The unlikely case of major investment from the outset would engender a higher level of attention to initial business planning and an accordingly financed business study would be an integral part of this process. This would highlight both the greater level of financial risk and the greater financial rewards which could be achieved in this best case scenario.
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14. Long Term Goals The unique location of the Ferryhill site and the survival of several outstanding assets combine to make the long term prospects for the site very exciting. The current negotiations are for the Council owned Caledonian Engine shed and its immediate confines, but in the longer term it would be the intention to expand onto the adjoining Network Rail site. This would allow organic growth in the sector with the addition of extra sidings, an ‘A’ listed turntable, a water tower and the unique coaling plant.
Additional features these could bring to the centre would include a steam servicing centre to attract mainline steam charters to the city, permanent live steam engines on the site and a base for a shuttle service to platform nine at Aberdeen Joint Station.
The initial phases of the project would undoubtedly rely on the goodwill of Aberdeen City Council in the form of a supportive peppercorn rental agreement but it would also be one of the long term goals to eventually purchase the site.
A miniature railway around the Duthie Park, a stock exchange agreement with the National Railway Museum and a similar arrangement with the Scottish Railway Preservation Group at Bo’ness could all be achieved at this later stage.
A scene from the National Railway Museum at York. Registered museums are allowed to display their stock on a loan basis.
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15. Letters of Support Letters of support from prominent local companies have been accumulated to demonstrate the level of goodwill the centre would enjoy from the business community. These include, Wood Group, First Group and Bon-Accord Glass and can be examined in Appendix 1.
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16. Conclusion
The Establishment of a Railway Heritage Centre in the former Caledonian Railway Engine Shed at Ferryhill in Aberdeen would be of benefit to both the city and its suppressed tourist market. It would fill an undoubted gap in the presentation of the region’s history and provide a hands on facility for a new generation which has never seen a steam engine.
Several of the areas attractions, most notably Archaeolink, have been allowed to stagnate whilst at the same time prove a large burden on the public purse. The Ferryhill Railway Heritage Centre would not be in this category, it would be dynamic with an endless chain of new innovations to attract return visitors and tourists alike.
The Centre could be linked by vintage bus to the emerging Royal Deeside Railway success story at Crathes and as such it would undoubtedly evolve into one of, if not the, major attractions in the area. With passenger earning services about to commence at Crathes, we fell it would be both timeous and opportune to conclude a leasing agreement with the city council
This Report was compiled by: A Cowie C.A. Bsc P Mearns M.A. Hons B Ledingham M.A. Hons
and completed on the 18th March 2006
Rev 2 - 08/09/2006 - 24 - Appendix 2 - Royal Deeside Railway Preservation Society Constitution (Scottish Charity SCO27686)
1. TITLE The name of the Society shall be the Royal Deeside Railway Preservation Society, hereinafter referred to as "the society".
2. AIMS To preserve, as a working railway, for the education of the general public, part or all of the former Deeside Railway line from the Aberdeen Joint station to the former Ballater Railway Station.
To collect, preserve, restore and display, for the education of the general public, appropriate examples of locomotives (diesel, electric and steam powered), rolling stock (passenger carriages, multiple units, railcars, goods wagons, departmental and engineering vehicles) and any other artefacts (including but not limited to signalling, permanent way, communications, materials handling and servicing equipment).
To acquire, construct or lease such premises as are required to meet the aims of the Society.
3. MEMBERSHIP Any person over 18 years of age may apply to join the Society as an ordinary member by submitting a completed application form to the membership secretary of the society. Applications for membership will be considered by the committee and the committee may decline to accept any application without giving reasons. Categories of membership and the annual subscription payable will be decided by the committee and may be altered at any time by the committee.
4. FUNDS The funds of the Society will be kept in one or more bank accounts at a bank nominated by the committee under the name of the Society. Payments shall only be permitted with the authorisation of the committee. Any loans made to the Society shall be made on terms agreed to by a sub-committee consisting of Chairman, Vice-Chairman and Treasurer.
5. PROPERTY All property and invested funds of the Society shall be received by the committee and invested on behalf of the Society by trustees numbering not less than two and not more than four appointed by the committee for that purpose and they shall exercise such power as the committee shall determine. The committee shall maintain an accurate record of the Society's property and its location and shall make available to the auditor any documents, items of stock or other assets of the Society as he or she may require.
6. MANAGEMENT The management of the Society shall be vested in a committee comprising the Chairman, Vice- Chairman, Secretary, Treasurer, Publicity Officer, Legal Officer, and one or more ordinary members. The Committee may establish sub-committees as required, the convenors of such sub- committees being selected from the Committee. All such officers of the Society shall retire biennially but shall be eligible for re-election at the AGM. Nominations for office bearers shall be forwarded to the secretary at least seven working days before the AGM. These nominations shall be in writing, with the names of the proposer and seconder and supported by the written consent of the nominee all such persons being members of the Society. The Committee may nominate a president and vice-president at the AGM at its discretion. The committee may confer honorary membership on any person deemed to be appropriate.
7. ANNUAL GENERAL MEETING The AGM shall take place each year at such time and location as decided by the committee. Notice of the meeting and details of the agenda shall be notified to all members of the Society not less than twenty-one days prior to the date of the meeting. Failure of any member of the Society to receive such notification shall not invalidate the meeting. The business of the meeting shall be
• To confirm the minutes of the previous AGM • To receive reports from the officers of the Society • To receive the treasurer's report • To elect officers and appoint auditors for the ensuing year • To consider motions submitted under Article 8 • AOCB
8. MOTIONS FOR THE AGM Written motions, proposed and seconded must be given to the Secretary not less than seven days prior to the date of the AGM. Motions from the floor may be accepted at the discretion of the Chairman.
9. EXTRA ORDINARY GENERAL MEETINGS An EGM may be convened at any time upon the instructions of the committee, or within three months of the receipt by the Secretary of a request in writing signed by thirty members or 5% of the membership whichever is least, stating full and specific reasons for such a meeting. The notice calling such a meeting shall be sent to each member at least ten days before the date of the EGM and shall state the reason for calling the meeting. The EGM shall only consider the business for which it was convened.
10. DUTIES OF THE COMMITTEE AND OF THE SOCIETY'S OFFICERS The duties of the officers of the society shall be at all times as specified by the committee. Any books of account or other records kept by any officer shall remain the property of the Society and be handed to his or her successor or the Chairman. The committee may appoint such sub- committees as it considers necessary and give such sub-committees any directions as may be deemed necessary for their efficient functioning. The committee may co-opt additional members to fill vacancies or for any purpose at their discretion. All co-opted members must retire at the next AGM but may stand for election as full committee members. The committee shall submit a report of its activities to the members at each AGM. 11. AUDITS An audit of the society's books and funds and a stock-taking shall take place annually. The audit shall be completed so that accounts may be presented to the AGM. The audit shall be carried out by a Charted Accountant or other competent person appointed at the AGM. Any recommendations made by the auditor must be considered at the AGM.
12. QUORUM A quorum of the society shall be ten members meeting together at a properly convened meeting. A quorum of the committee shall be four members. A quorum of any sub-committee shall be two members.
13. VOTING AT GENERAL MEETINGS Every ordinary member of the Society shall be entitled to a single vote. Families, groups or other categories of multiple membership shall nominate one person who will be entitled to vote on their behalf. The chairman of the meeting shall have, in addition, a casting vote. Other categories of membership shall not be entitled to vote but may be allowed to attend meetings at the discretion of the chairman. Voting shall normally be by a show of hands. However, at the discretion of the committee a ballot may be called. Exceptionally a ballot may be held at the request of not less than one third of those present at a meeting. The result of the ballot as declared by the chairman, shall be final.
14. MISCELLANEOUS
• Liability. Neither the Society nor any of its officers shall be held liable for any injury, or loss sustained by any member or other individual whether participating in the Society's activities or not.
• Membership of the Society in no way confers any rights or privileges in relation to access to or trespass on Railtrack property, Aberdeen City Council or Aberdeenshire Council property or any train operating company property.
• The name of the Society shall not be used in correspondence or otherwise without prior approval of the committee.
• Nothing in this constitution shall prevent the committee from taking such steps as are necessary to convert the Society into a limited company or other such corporate or unincorporate body if when such a change is deemed necessary subject only to formal approval being granted by a ballot of members by post subject to a two thirds majority of those voting being in favour of such a change. The committee may also decide to form such a body to operate the railway and pass to it all or part of the responsibilities and assets of the Society if this is deemed to be in the interests of the Society. Any such conversion or transfer of the business of the Society (in whole or in part) or transfer of its responsibilities or assets all as aforesaid, shall only occur if a majority of the current members of the Society vote in favour thereof either at a properly convened meeting of the Society or by way of postal ballot.
15. PAYMENTS TO THE SOCIETY Cheques and postal orders in respect of the Society shall be made payable to the Royal Deeside Railway Preservation Society and not to any named individual.
16. EQUIPMENT, LOCOMOTIVES AND ROLLING STOCK LOANS Any loans of equipment, locomotives or rolling stock to the Society shall only be valid if covered by a current loan agreement signed by the Chairman or Vice-Chairman of the Society and the owners, specifying the duration of the loan and the conditions of the loan. All such equipment, locomotives and items of rolling stock must be clearly and permanently labelled with the name(s) and address(es) of the owner(s). Any change in ownership of such items must be notified in writing to the Committee without delay.
17. ALTERATIONS TO THE CONSTITUTION Alterations to this constitution may only be made by a properly convened general meeting at which at least two thirds of those present and entitled to vote, vote in favour of the changes.
18. DISPOSAL OF ASSETS Assets of the Society may only be disposed of with the approval of the committee.
19. ACQUISITIONS Prior written approval of the committee is required before any acquisitions may be accepted on behalf of the Society (except consumable items).
20. STANDING ORDERS The committee shall have the power to make any standing orders or bye laws as may be required from time to time.
21. FINANCE All moneys raised by or on behalf of the Society shall be applied to further the aims of the Society and for no other purpose provided that nothing herein contained shall prevent the payment in good faith of reasonable and proper remuneration to any employee of the Society and fees to professional and technical advisors or the repayment to members of the Management Committee reasonable out of pocket expenses.
22. DISSOLUTION In the event of the dissolution of the Society any assets remaining after the satisfaction of all debts and liabilities shall not be paid or distributed among the members of the Society but shall be given or transferred to a recognised charitable body or bodies having aims similar to those of the Society.
Adopted 11 April 2001