Operational Rail Vehicle Strategy 2019-2034 Operational Rail Vehicle Strategy 2019-2034

OPERATIONAL RAIL VEHICLE STRATEGY 2019-2034 OPERATIONAL RAIL VEHICLE STRATEGY 2019-2034

INTRODUCTION The Science Museum Group (SMG) through the National Railway Museum (NRM) owns the largest ﬂeet of operating historic locomotives in the United Kingdom, so it’s essential that we have a strategy to ensure the most effective and efﬁcient use of these vehicles.

The NRM, Locomotion and Science & Industry Museum in Manchester (SIM) will continue to operate a select number of rail vehicles from our collection. Showing our collections in action is one of the most direct tools we have to share our key values with visitors: revealing wonder, igniting curiosity and sharing authentic stories.

What’s more, our visitors expect a train ride. We need to meet that expectation whilst managing our collection in the most professional and responsible manner.

A commercially viable and deliverable plan will see a core selection of operating vehicles at York and Locomotion within the maintenance capabilities of teams at those locations. These have been chosen for reasons of accessibility, affordability, income potential, attractiveness to visitors, practicality of operation and sustainable repair as well as the railway stories they reveal.

We use our rail vehicles in various ways with priority always given for static display for our visitors at York and Shildon. Other ways in which we use them are: operation on museum sites; static loans to accredited museums; operating loans to heritage railways; main line operation. Our loans reach diverse audiences across the UK, making the national collection accessible to many. These vehicles are brand ambassadors for our mission of inspiring future engineers and scientists.

A number of collection vehicles have been operated over the last 40 years, including the diesel locomotive collection, and these require high quality collections care and conservation to ensure their continued survival, even as static objects for display.

This strategy takes account of curatorial, interpretive, conservation and engineering considerations and provides a sustainable future for rail operations for the next ﬁfteen years. Its enaction is dependent on suitable funding and team capacity being in place.

1 EXECUTIVE SUMMARY This strategy outlines the principles for operating rail vehicles for the next 15 years at three SMG sites – the National Railway Museum in York, Locomotion in Shildon and the Science and Industry Museum in Manchester.

• It identiﬁes ﬁve core steam locomotives for operating on SMG sites, so that four can be in service at any one time.

• It also identiﬁes three diesel locomotives, three diesel railcars or units, and three electric locomotives which might operate. In the longer term there is potential for the electric vehicles to be battery operated.

• SMG will consider acquiring non-collection locomotives purely for operating on its sites. It will identify vehicles suited to its lines and the stories we wish to tell.

• SMG will run both passenger and goods trains for visitors to our sites, with rolling stock to match speciﬁc periods and seasons.

• Basic maintenance and repairs will be carried out at SMG sites, overhauls and heavy repair work will be contracted out.

• As the NRM does not have the capacity to manage operating main line locomotives this work will be contracted out to third parties. Flying Scotsman is currently the only operational main line locomotive. There is potential to operate both Oliver Cromwell and Green Arrow on the main line. As the NRM’s key focus in coming years will be the transformation of its York and Shildon sites, no further main line steam restorations will be considered until 2021. Vehicles selected for long-term exhibition at SMG sites will not be considered for loan or operation.

• SMG will not operate diesel and electric locomotives on the main line, but they will be kept in a condition that allows them to be transported by rail if required.

• The NRM will continue to lend vehicles for operation on heritage railways, provided these meet accepted museum standards and best practice. Completion of a new vehicle store at Locomotion will limit the number of vehicles loaned only for collections care. Vehicles will not be returned to working order purely to meet the needs of external stakeholders.

• This strategy will be updated and revised once survey works and accurate costings have been established. Thereafter, it will be reviewed on an annual basis.

2 1. BACKGROUND

The Science Museum Group’s Conservation Policy (incorporating an earlier Policy on Operating Objects) sets out the parameters by which objects to be worked can be selected and managed appropriately in order to inspire innovation, engage understanding, motivate learning or preserve the collections.

The operation of collection items is not a primary function of the National Railway Museum and has never been. Such restorations as the museum has undertaken have tended to be under controlled parameters very different to locomotives under private ownership or operating on preserved railway lines.

Nevertheless, operating passenger and demonstration trains on SMG sites is good for the visitor, providing movement, enjoyable experiences and an effective means of interpreting railways. These encourage longer stays and increase income generation.

This strategy provides a framework for operating a selected group of locomotives, powered units and rolling stock on SMG sites at York, Shildon and Manchester, and will consider the use of vehicles both on the main line and with loan partners on heritage railways. The strategy also identiﬁes actual vehicles that could be operated, surveys and inspection works required and ﬁnancial considerations.

The conservation of non-operational vehicles is covered in a separate paper – but is key to the timing and phasing of aspects of this strategy due to the abilities of the operations and workshops team to service the needs of the operating vehicles, along with the demands of our Masterplan and public programme.

2. TIMESCALES

The paper covers a 15 year period from 2019 until 2034. This timescale takes into account statutory boiler certiﬁcation on working steam locomotives (ten years) and re-developments at the National Railway Museum, Locomotion and the Science and Industry Museum (SIM) which include operation of passenger rides. The timeframe also takes into account approaching signiﬁcant anniversaries including the 200th anniversaries of the opening of the Stockton & Darlington Railway (2025) and the Liverpool & Manchester Railway (2030).

A detailed, fully-costed programme of restoration works will be one of the required next steps following the approval of the principles set out in this paper. A strategy for the care of static vehicles in the collection has been produced alongside this document,

3. PRINCIPLES FOR OPERATING AT SMG SITES:

3.1. GENERAL This strategy covers all three of the SMG sites where rail operations take place. Whilst some of the vehicles are place speciﬁc, the basic tenet has been taken that a pool of operating vehicles has been created which can work at any of the museum locations.

The selection of vehicles has been made using the SMG Policy for Operating Objects apart from where they are not collection items.

3 3.2. STORIES Each of the chosen vehicles tells a speciﬁc story which relates to its suitability for operation. Engagement and interpretation should be a major part of the decision to operate, not just the physical suitability of a vehicle. In a number of cases, operating several vehicles together can enhance the stories they tell, for example, when wagons of a suitable type complement a locomotive. We should explain and interpret those stories for our visitors.

A focused, enhanced operating programme will ﬁt with a much-improved approach to interpretation. The selection of operating vehicles will provide greater depth and bring added meaning to our programme, and also enhance the locations of each museum. The visitor experience is also greatly improved. We will also factor in the different operating schedules for each site – and adjust the requirement accordingly.

The presence of operating trains also offers greater opportunities for interpreting the landscape and context through which the trains run. For example, running the replica Locomotion on part of the trackbed of the original Stockton & Darlington route at Shildon or the replica Rocket or Planet hauling trains at SIM’s Liverpool Road site, the original Manchester terminus of the Liverpool & Manchester Railway, offers an experience that could not be offered elsewhere.

3.3.1. WHAT AND WHERE? STEAM ON SMG SITES The core of our operational group is the steam locomotives. Our visitors expect to see a railway locomotive at work and enjoy being able to travel behind one in operation.

Although our rides are short we have the ability to provide an immersive, inspiring and enjoyable experience giving a real ﬂavour of our subject at prices considerably less than are available on established heritage railway lines or main line charter trains. In recent years this has included, for example, the chance to have a short ride behind Flying Scotsman for a small sum.

Our operating days also provide an excellent opportunity to explain how a locomotive works. Five core locomotives have been identiﬁed, of which there should be four in service at one time – one on each site plus a ‘spare’ able to circulate or cover for repairs as required. There should be a further two locomotives being overhauled to cover the period when the others are withdrawn for statutory overhauls.

Consideration will be given to acquiring a small steam locomotive for use as plant, rather than a collections item. This would be considerably cheaper to acquire and maintain than overhauling a collection locomotive.

The locomotives have been selected for their ability to be maintained in workshop facilities at or proposed for NRM, Locomotion and SIM.

The three replica locomotives listed below have compatibility of air braking systems.

TABLETable A:A: s teSTEAMam lo LOCOMOTIVEScomotives for FORpass PASSENGERenger rides RIDESacross ACROSS SMG site SMGs SITES Name Current Future Location Status Key dates Location

Locomotion No.1 Locomotion Locomotion/NRM Static S&D anniversary (replica) 2025

Rocket (replica) NRM NRM/SIM/Locomotion Being Service to 2028 overhauled 2029 and 2030 1979-7002

Planet (replica) SIM SIM/Locomotion/NRM Repair 2030 YD1995.128

Agecroft NRM NRM/Locomotion Operational Service to 2020

YDL1982.1

Beattie Well Tank NRM NRM/Locomotion Repair Service to 2023

1978-7018

5 6

TABLE A: STEAM LOCOMOTIVES FOR PASSENGER RIDES ACROSS SMG SITES 3.3.2. WHAT AND WHERE? DIESEL, ELECTRIC AND ROLLING STOCK AT SMG SITES The railway story does not end with steam locomotives. Our aim is to demonstrate diesel and – ultimately – electric traction also. Consequently, three diesel locomotives, three railcars/diesel units and three electric vehicles are also identiﬁed as possibilities for operation in the period covered by this strategy.

The Class 02 is the only locomotive on site at York which can access parts of the South Yard, including the Learning Space, whilst the Class 37 is popular for rides on site and visits to other heritage venues. There is also the need to cover for breakdowns if the plant locomotive on site is out of action for whatever reason.

The remainder of the diesel locomotive collection including the Class 20, Class 40, Class 52 (Western) and Class 55 (Deltic) are not to be operated, but should be repaired so that they are physically complete and safe to be moved. We recognise that having a number of locomotives with damaged or missing components does not represent good collections care. The cost of these repairs is currently being assessed and will be factored in to future plans.

For locomotive hauled trains a number of passenger vehicles have been identiﬁed. These will ﬁt with the locomotives to form ‘representative trains’ helping enhance interperation and understanding for our visitors. Riding brake vans and open coaches offer an historic passenger experience in an immersive way, especially with the replica early locomotives – giving something unique that no heritage railway can offer. Seasonality also needs to be considered: open coaches being used in Summer, closed vans being necessary in other seasons.

The inclusion of the china clay wagon allows a representative goods train to be assembled with locomotive and brake van at York with just three vehicles. Likewise, the Mogo van at Locomotion. The railcars and units have the added attraction of having passenger seating built in making ‘instant trains’ with minimal preparation time required. All vehicles are accessible physically, having either been built as such or adapted in their time with the museum.

The use of innovative battery technology to power electric units overcomes problems of operating or maintaining an electric train capable of taking live power from an overhead wire or third rail. As with the replicas, operating an electric unit is something only the NRM could offer, and has potential to attract assistance from railway engineering companies, both practical and ﬁnancial. Keeping the vehicles live protects systems within the units and assists with collections care. However, there are signiﬁcant conservation and cost implications associated so this is currently viewed as a longer term aspiration.

3.3.2. What and where? Diesel, electric and rolling stock at SMG sites The railway story does not end with steam locomotives. Our aim is to demonstrate diesel and – ultimately – electric traction also. Consequently, three diesel locomotives, three railcars/diesel units and three electric vehicles are also identified as possibilities for operation in the period covered by this strategy. The Class 02 is the only locomotive on site at York which can access parts of the South Yard, including the Learning Space, whilst the Class 37 is popular for rides on site and visits to other heritage venues. There is also the need to cover for breakdowns if the plant locomotive on site is out of action for whatever reason. The remainder of the diesel locomotive collection including the Class 20, Class 40, Class 52 (Western) and Class 55 (Deltic) should be repaired so that they are physically complete and safe to be moved – even if not operational. We recognise that having a number of locomotives with damaged or missing components does not represent good collections care. The cost of these repairs is currently being assessed and will be factored in to future plans. For locomotive hauled trains a number of passenger vehicles have been identified. These will fit with the locomotives to form ‘representative trains’ helping enhance interperation and understanding for our visitors. Riding brake vans and open coaches offer an historic passenger experience in an immersive way, especially with the replica early locomotives – giving something unique that no heritage railway can offer. Seasonality also needs to be considered: open coaches being used in Summer, closed vans being necessary in other seasons. The inclusion of the china clay wagon allows a representative goods train to be assembled with locomotive and brake van at York with just three vehicles. Likewise, the Mogo van at Locomotion. The railcars and units have the added attraction of having passenger seating built in making ‘instant trains’ with minimal preparation time required. All vehicles are accessible physically, having either been built as such or adapted in their time with the museum. The use of innovative battery technology to power electric units overcomes problems of operating or maintaining an electric train capable of taking live power from an overhead wire or third rail. As with the replicas, operating an electric unit is something only the NRM could offer, and has potential to attract assistance from railway engineering companies, both practical and financial. Keeping the vehicles live protects systems within the units and assists with collections care. However, there are significant conservation and cost implications associated so this is currently viewed as a longer term aspiration.

TABLETable BB:: d DIESELiesel lo LOCOMOTIVEcomotives a nANDd p oPOWEREDwered un UNITSits for FOR pas sPASSENGERenger rides RIDES at NR ATM aNRMnd a cross SMG ANDsites ACROSS SMG SITES Name Current Location Future Location Status

02 Shunter NRM NRM Operational 1978-7001

03 Shunter Locomotion Locomotion Operational 7 1976-7005

Class 37 NRM NRM Repair 2001-7861

Class 108 DMU NRM NRM Static

1993-7000

LEV1 Railcar Wensleydale Railway Locomotion Repair (on loan) 1987-7017

Class 142 Pacer Northern Rail NRM/Locomotion In service/ operational

03 Shunter Locomotion Locomotion Operational 1976-7005

Class 37 NRM NRM Repair 2001-7861

Class 108 DMU NRM NRM Static 1993-7000

TABLE B: DIESEL LOCOMOTIVE AND POWERED UNITS FOR PASSENGER RIDES AT NRM LEV1 Railcar Wensleydale Railway Locomotion Repair AND ACROSS SMG SITES (on loan) 1987-7017

Class 142 Pacer Northern Rail NRM/Locomotion In service/ operational

TaTABLEble C C:: c aCARRIAGESrriages an dAND wa gWAGONSons for pFORass ePASSENGERnger rides aRIDEScross ACROSS SMG site SMGs SITES Name Current Location Future Location Status

L&M 3rd class open NRM NRM Operational 1975-7036

SR goods brake van NRM NRM Operational 1980-7002

BR China Clay Hood wagon NRM NRM Operational

1995-7146

BR brake van Locomotion Locomotion Operational

LMS brake van Locomotion Locomotion? Operational

9 9

BR brake van SIM Locomotion? Operational but needs work TABLE C: CARRIAGES AND WAGONS FOR PASSENGER RIDES ACROSS SMG SITES BR brake van SIM Locomotion? Operational but needs work

GWR Mogo van Locomotion Locomotion Operational GB1988RW Rb r-Ma7016keog ova vna n SIMLocomotion Locomotion?Locomotion Operational but needs work 1988-7016

GWR Mogo van Locomotion Locomotion Operational 1988L&M -r7016eplic a carriages SIM SIM Operational L&M replica carriages SIM SIM Operational

L&M replica carriages SIM SIM Operational

TABLE D: ELECTRICAL MULTIPLE UNITS FOR POTENTIAL PASSENGER RIDES ACROSS SMG SITES TaANDble MAIN D: Ele LINEctric USE units for potential passenger rides across SMG sites and main line use TaNbaleme D : Electric units for poCteunrrtiaenlt pLaoscsaetinogn er rides Fauctruores sL oScMGati osnite s and Smtatinus lin e use

NaClamsse 313 EMU CBeaconurrent RailLoc ation FuLocomotionture Loca tion SInta servicetus on national Class 313 EMU Beacon Rail Locomotion Innetwork service/ on nationalOperational network/ Operational

Table D: Electric units for potential passenger rides across SMG sites and main line use

Name Current Location Future Location Status ClassClass 306313 EEMUMU LocomotionBeacon Rail Locomotion InAspire service to on nationaloperate 3.3.3. What and where? Use of non collection vehicles (‘plant’) network/ Operational 3The.3.3 use. Wh ofa tour an dcollection where? U vehiclesse of no shouldn colle cbetio controlledn vehicles with (‘pla an cleart’) conservation and maintenance plan for each vehicle. Collection items should not be used as ‘plant’, for instance in The use of our collection vehicles should be controlled with a clear conservation and shunting operations. Therefore, two diesel locomotives that are not part of the collection are maintenance plan for each vehicle. Collection items should not be used as ‘plant’, for instance in also included in the table in Appendix E. shunting operations. Therefore, two diesel locomotives that are not part of the collection are also included in the table in Appendix E.

10 10 3 .3.3. What and where? Use of non collection vehicles (‘plant’) 10 The use of our collection vehicles should be controlled with a clear conservation and maintenance plan for each vehicle. Collection items should not be used as ‘plant’, for instance in shunting operations. Therefore, two diesel locomotives that are not part of the collection are also included in the table in Appendix E.

3.3.3. WHAT AND WHERE? USE OF NON COLLECTION VEHICLES (‘PLANT’) The use of our collection vehicles should be controlled with a clear conservation and maintenance plan for each vehicle. Collection items should not be used as ‘plant’, for instance in shunting operations. Therefore, two diesel locomotives that are not part of the collection are also included in the table in Appendix E.

ConsiderationConsideration will will also also need need to to be be given given to tofuture future shunting shunting operations operations – at – least at least one oneadditional additional shuntershunter will will be be required required for for work work across across sites sites and and options options and and associated associated costs costs will bewill be investigated.investigated. This This is is particularly particularly true true of ofLocomotion, Locomotion where, where the theabsence absence of a ofrun-round a run-round loop loop in inthe the track track layout layout means means that that two two shunters shunters are required to to avoid avoid a a locomotive locomotive being being trapped trapped at at thethe wrongwrong end end of of a a vehicle. vehicle. The The EE EE battery battery locomotive locomotive at SIMat SIM will will still still be requiredbe required to move to move Planet Planet inin andand outout of of the the Power Powe rHall Hall for for days days when when Planet Planet is tois beto besteamed. steamed.

HavingHaving locomotives locomotive sto to rescue rescue failed failed passenger passenger trains, trains, cover cover breakdowns, breakdowns and, maintenanceand maintenance periodsperiods is is essential. essential The. The costs costs of of statutory statutory inspections inspections of airof airtanks tanks etc etcon a on regular a regular basis basis should should bebe allowedallowed for. for.

VehiclesVehicles for for use use as as plant plant are are recorded recorded in Tablein Appendix E. Table E.

TABLETable E:E: nNONon c COLLECTIONollection loc LOCOMOTIVESomotives to b TOe u BEse dUSED as p ASlan PLANTt Name Location Status

08 Shunter Locomotion Operational

09 Shunter NRM Operational

EE Battery loco SIM Operational

3.4. Costs 11 There are substantial costs involved in restoring, repairing, maintaining, conserving and operating rail vehicles from the national collection. To establish exact costs for restoration and upkeep each listed vehicle will require an inspection. Some inspection work can be carried out by the NRM’s own engineering team but mandatory specialist work – such as boiler inspections for steam locomotives – will need to be undertaken by external independent specialists.

3.4. COSTS There are substantial costs involved in restoring, repairing, maintaining, conserving and operating rail vehicles from the national collection. To establish exact costs for restoration and upkeep each listed vehicle will require an inspection. Some inspection work can be carried out by the NRM’s own engineering team but mandatory specialist work – such as boiler inspections for steam locomotives – will need to be undertaken by external independent specialists.

As operating vehicles, an asbestos survey is also required for each item. We will not operate any vehicle which contains asbestos.

Each vehicle listed in this strategy has been identiﬁed for continued operation or its potential to operate. The inspections may reveal hidden issues that may prevent operation or reveal that repair works would be so costly as to preclude restoration. Each vehicle will, therefore, require a full budget plan for this strategy to be put into full operation.

Decisions on whether to operate vehicles will be made on a case-by-case basis in line with this strategy. Internal funding will be limited and fundraising activity will be focussed on delivering the biggest redevelopment of the National Railway Museum since it opened in 1975. The Masterplan – Vision 2025 – remains our key strategic priority. The museum will consider fully-funded proposals to restore any vehicles listed in this strategy from suitable third parties. TABLE E: NON COLLECTION LOCOMOTIVES TO BE USED AS PLANT 3.5. TIMING/PHASING There is a requirement to have enough vehicles to operate at three sites, covering for statutory maintenance, repairs and special events, and recognising SIM’s focus on Liverpool & Manchester Railway’s replicas.

Major anniversaries of particular locomotives or events also need to be factored in. For example, the replica Locomotion No.1 should be in steam for 2025 and replica Rocket for 2029, being the respective 200th anniversaries of the original vehicles.

These aspirations renain dependent on the practicalities set out in 3.4 above.

3.6. PEOPLE & CAPABILITIES None of the strategy is possible to enact without individuals and facilities, both of which are limited by the requirements of other projects across the museum sites.

General maintenance and basic repair work will be carried out on site and facilities provided accordingly, but heavy repair, such as boiler work, tyre turning and heavy overhaul is to be contracted out. Training of skills for future sustainability is also important and should be factored into operations. The potential for apprentices or heritage skills training/projects will be investigated.

12 4. MAIN LINE OPERATIONS

Main line work is a resource heavy aspect of operation, and whilst it is a very special spectacle to see one of our locomotives at speed on the national network, we do not have the team capacity, funding or time to manage a main line locomotive directly. Consequently, any main line operations of SMG locomotives should be through a third party, which is able to support both the ﬁnancial, practical, technical and administrative requirements that such operation demands.

Nonetheless, there is a need to plan for which main line capable locomotives are selected for operation – what is practical, what is desirable and what is likely to attract funding. Operating locomotives must cover their costs.

Visitors to the NRM will be able to view main line locomotives in the Preparation Bay adjacent to the North Yard and we will continue to work with partners who use that facility for their own locomotives whilst it makes operational and ﬁnancial sense to do so.

Locomotives for main line running are recorded in Table G.

4.1. MAIN LINE OPERATIONS: STEAM LOCOMOTIVES The museum’s strength lies in the unique locomotives. It is not viable to operate anything which the private sector already covers and for which there are multiple examples – such as the majority of our diesel ﬂeet, or a Black 5 or Castle Class steam locomotive.

Practicalities of routes and ability to travel nationwide have also been factored into this policy – the Great Western locomotive King George V, for example, is too tall and heavy for main line running whilst Evening Star has a long rigid wheelbase that signiﬁcantly restricts its capacity for main line operations.

Flying Scotsman is currently the only main line operating steam locomotive in the collection. This locomotive attracts considerable positive publicity and is seen across the country by a large audience. Flying Scotsman will remain in operation until at least 2023, its 100th anniversary.

The future operation of Flying Scotsman beyond 2023 will be considered in more detail closer to that date. Currently, only two other locomotives, Oliver Cromwell and Green Arrow, could be realistically considered for main line operations.

Oliver Cromwell has enjoyed a successful period of main line operation, is popular, well maintained and occupies a unique position in UK railway history for hauling the last steam powered passenger train on British Rail in 1968. The locomotive is fully ﬁtted with modern safety systems.

Green Arrow has a good history of operation in preservation, is popular and has a wide range of routes it can travel on across the country. The expense and complexity of a potential repair of Green Arrow means that it is not a priority for operation, but it remains in the strategy as the possibility exists for overhaul during the period covered by this paper.

With the largest redevelopment of the site at York since the museum opened in 1975, no further main line steam locomotive restorations should be contemplated until at least 2021 when Great Hall is expected to reopen. The museum’s priority will be to have vehicles chosen for museum display above operation.

Locomotives for main line running are recorded in Appendix Table G.

4.1. Main line operations: steam locomotives The museum’s strength lies in the unique locomotives. . It is not viable to operate anything which the private sector already covers and for which there are multiple examples – such as the majority of our diesel fleet, or a Black 5 or Castle Class steam locomotive. Practicalities of routes and ability to travel nationwide have also been factored into this policy – the Great Western locomotive King George V, for example, is too tall and heavy for main line running whilst Evening Star has a long rigid wheelbase that significantly restricts its capacity for main line operations. Flying Scotsman is currently the only main line operating steam locomotive in the collection. This locomotive attracts considerable positive publicity and is seen across the country by a large audience. Flying Scotsman will remain in operation until at least 2023, its 100th anniversary. The future operation of Flying Scotsman beyond 2023 will be considered in more detail closer to that date. Currently, only two other locomotives, Oliver Cromwell and Green Arrow, could be realistically considered for main line operations. Oliver Cromwell has enjoyed a successful period of main line operation, is popular, well maintained and occupies a unique position in UK railway history for hauling the last steam powered passenger train on British Rail in 1968. The locomotive is fully fitted with modern safety systems. Green Arrow has a good history of operation in preservation, is popular and has a wide range of routes it can travel on across the country. The expense and complexity of a potential repair of Green Arrow means that it is not a priority for operation, but it remains in the strategy as the possibility exists for overhaul during the period covered by this paper. With the largest redevelopment of the site at York since the museum opened in 1975, no further main line steam locomotive restorations should be contemplated until at least 2021 when Great Hall is expected to reopen. The museum’s priority will be to have vehicles chosen for museum display above operation. The future for main line steam operating remains uncertain. The introduction of the digital railway, Network Rail’s willingness and capacity to accommodate steam, the availability of crew trained to the correct standard and the viability of main line operators are all risk factors.

The future for main line steam operating remains uncertain. The introduction of the digital railway, Network Rail’s willingness and capacity to accommodate steam, the availability of crew trained to the correct standard, the availability of good steam coal and the viability of main line operators are all risk factors.

TABLETable GF:: SSTEAMteam loLOCOMOTIVEScomotives f oFORr co CONSIDERATIONnsideration for mFORain MAIN line oLINEper aOPERATIONtion Name Current Location Current Status Key Dates

Flying Scotsman NRM Operational Centenary in 2023 2004-7103 13

Oliver Cromwell Great Central Boiler certicate Railway expired Dec 1978-7044 2018. Proposal to return to operation currently being considered

Green Arrow Locomotion Static 1975-7025 Last ran in 2008

4.2 Main line operations: diesel and electric locomotives Operation of the museum’s main line diesel and electric locomotives on a regular basis is not recommended as this is well covered by the private and heritage sectors. However, on occasions, there may be a requirement to move the locomotives by rail. Therefore, as set out in 3.3.2, the diesel locomotives should be repaired to make them complete and mechanically fit to be towed. Likewise, if locomotives are borrowed for display at other museums or heritage railways, they need to be fit to be moved by main line – albeit not under their own power. It is not envisaged at this stage that any of the electric locomotives in the collection will need to be moved off site by rail. 14 The plant diesel shunters need to be fit to move from yard to yard at York and should be equipped with the necessary main line gear such as TPWS6, OTMR7 and GSMR8. 5. Heritage Railway loans and operations

6 Train Protection and Warning System 7 On Train Monitoring Recorder 8 Global System for Mobile Communications - Railway

4.2 MAIN LINE OPERATIONS: DIESEL AND ELECTRIC LOCOMOTIVES Operation of the museum’s main line diesel and electric locomotives on a regular basis is not to continue as this is well covered by the private and heritage sectors. However, on occasions, there may be a requirement to move the locomotives by rail. Therefore, as set out in 3.3.2, the diesel locomotives should be repaired to make them complete and mechanically ﬁt to be towed. Likewise, if locomotives are borrowed for display at other museums or heritage railways, they need to be ﬁt to be moved by main line – albeit not under their own power. It is not envisaged at this stage that any of the electric locomotives in the collection will need to be moved off site by rail.

The plant diesel shunters need to be ﬁt to move from yard to yard at York and should be equipped with the necessary main line gear such as TPWS, OTMR and GSMR.

5. HERITAGE RAILWAY LOANS AND OPERATIONS

The museum has enjoyed a long history of lending vehicles for operation to museums and heritage railways. This will continue, creating valued relationships and growing new audiences. The museum will take the lead in such partnerships, lending where it is appropriate and where loans can be managed properly by the borrower and museum.

Borrowers must meet the museum’s standards for management, security and environment, and work with the museum on public engagement, with full recognition and promotion of the NRM-SMG brands. The borrower must meet all costs as agreed in the loan documentation, including site visits and inspections when required.

The creation of a new storage facility at Locomotion will enable us to better care for vehicles on our own sites, therefore it is likely that the number of loans out purely for collections care will decrease. The currently operable locomotives on loan should be reviewed with the borrowers when the loan periods expire due to the potential need for display on an SMG site.

The museum will not loan out key vehicles from the core gallery displays. The potential for engagement and reasoning behind loans will emphasise the importance of outreach and ensuring borrowers recognise the national collection status of objects in their care. We value the relationships with our loan partners and will seek to continue these partnerships during the period of this strategy.

SMG will be more proactive in the management of our loans. Where asbestos has been identiﬁed we will require evidence of removal or management. Removal or remediation costs could be considerable in vehicles which haven’t operated in some years. The hazard status of vehicles loaned or hired in must also be clear. Any borrower must work closely with the SMG to manage hazards on loan vehicles.

Locomotives on loan for operation and their status is recorded in Table F

The museum has a long history of lending vehicles for operation to museums and heritage railways. This will continue, but the museum will take the lead in such partnerships and only lend where it is appropriate and where loans can be managed properly by the borrower and museum. Borrowers must meet the museum’s standards for management, security and environment, and work with the museum on public engagement, with full recognition and promotion of the NRM- SMG brands. The borrower must meet all costs as agreed in the loan documentation, including site visits and inspections when required. The creation of a new storage facility at Locomotion will enable us to better care for vehicles on our own sites, therefore it is likely that the number of loans out purely for collections care will decrease. The currently operable locomotives on loan should be reviewed with the borrowers when the loan periods expire due to the potential need for display on an SMG site. The museum will not loan out key vehicles from the core gallery displays. The potential for engagement and reasoning behind loans will be more tightly controlled, emphasising the importance of outreach and ensuring borrowers recognise the national collection status of objects in their care. We can then better determine preferred partners for future working based on these relationships. We will be more proactive in the management of our loans. Where asbestos has been identified we will require evidence of removal or management. Removal or remediation costs could be considerable in vehicles which haven’t operated in some years. The hazard status of vehicles loaned or hired in must also be clear. Anyborrower must work closely with the NRM to manage hazards on loan vehicles.. Locomotives on loan for operation and their status is recorded in Appendix Table F

TABLETable F: G: O OPERATIONALperational veh VEHICLESicles curr CURRENTLYently on loa nON of LOANf site OFF SITE Name Current Location Current Status

ArKinmgs trArotnhgu rWh claitwoss “rSthir dLaiemsieell ” BeamishGreat Central Railway/5305 OperationalStatic shteuanmte lro co Railway/5305LA Proposals for future currently 1978-70087034 being considered

CBlaritsasn 0n4ia n puamcbifeicr “6O3l6iv0e1r sCteroammw loelcl”o Great Central Railway StaticBoiler certicate expired Dec steam loco Railway/5305LA 2018. 1975-7027 Proposal to overhaul for heritage 1978-7044 lineProposal use currently to return being to operation considered.currently being considered

Class 33 diesel Great Central Operational Railway/5305LA 2005-7286 15

High Speed Train prototype diesel Great Central Railway Operational North/125 Group 1988-7000

Lord Nelson steam loco Mid Hants Railway Static 1978-7035 Engine due for overhaul in 2019

KinKingKinKin Arggth gArAr Ar uArthrth thcuularur cscr c slacla la“Ssssssir s“S“S “S La“Siririrm ir LaLa La ieLamml”mieie ieiel”l” l” GreatGreatGreatGreat Central Central Central Central Railway Railway Railway Railway/5305/5305/5305/5305 Static StaticStaticStatic stesastemstetea loamamcm loloo lo loccoco o ProposalsProposalsProposalsProposals for for futurefor for future future future currently currently currently currently 1978197819781978-7034--7034-70347034 beingbeingbeingbeing considered considered considered considered

BritaBBrBnritaitaritanitaiannn npniaianiaaia cpp pif apaiccacifif cif“Oicificiciclive “O“O “O “Oliverlive liveCrrro CCr mC rCroweromommll”wewewe ll”ll”ll” Great GreatGreatGreat Central Central Central Central BoilerBoilerBoilerBoiler certicate certicate certicate certicate expired expired expired expired Dec Dec Dec Dec stesastemstetea loamamcm loloo lo loccoco o RailwayRailwayRailwayRailway/5305LA/5305LA/5305LA/5305LA 2018.2018.2018.2018. 1978197819781978-7044--7044-70447044 ProposalProposalProposalProposal to returnto to to return return return to operationto to to operation operation operation currentlycurrentlycurrentlycurrently being being being being considered considered considered considered

ClaCsCslaCla la3ss3sss s3d3 3 3ie33 3dd sd ieeiedielie ssesele l l GreatGreatGreatGreat Central Central Central Central OperationalOperationalOperationalOperational Railway/5305Railway/5305Railway/5305Railway/5305LA LALALA 2005200520052005-7286-7286-7286-7286

HigHighHigHig Shph ehSS Se pSpdepe eTreededa dTrTr inTr Tra paininainrino pp top rprotyprotootototypetyptyp deiee edd sd ieeiedielies sesele lGreat l GreatGreatGreat Central Central Central Central Railway Railway Railway Railway OperationalOperationalOperationalOperational NorthNorthNorthNorth/125/125/125/125 Group Group Group Group 1988198819881988-7000--7000-70007000

LorLodLoLo Nrrderd dlNeNe sNe oNelsnls lsosotnone nss as temstetea lamoamcm loloo lo loccoco o MidMid MidHantsMid Hants Hants Hants Railway Railway Railway Railway StaticStaticStaticStatic 1978197819781978-7035--7035-70357035 EngineEngineEngineEngine due due due fordue for overhaulfor for overhaul overhaul overhaul in 2019 in in in 2019 2019 2019

SchSSocScohchloshoo ocolsollsals csc c slacla la“sCssssh s“C“C e“C “Clhtheehenlteeltehlteannmhnha”ha msamtm”e” s ”as temstetea amamm Mid Mid MidHantsMid Hants Hants Hants Railway Railway Railway Railway OperationalOperationalOperationalOperational locloolo loccoco o 16 161616

1978197819781978-7038--7038-70387038

ClaCsCslaCla la1ss0sss 1s11 1 0D101i01e 1DD sD ieeieDielies Mseselue lMul ltMu iMupltiplltipeltip Ulelenle iUU tU nUnititnit it NorthNorthNorthNorth Norfolk Norfolk Norfolk Norfolk Railway Railway Railway Railway OperationalOperationalOperationalOperational

2004200420042004-7105--7105-71057105

TafTafTa TaVffaff lVaVaf eVa VaRleleale iRR lRw aRaailwailwaailwayilwa 2y8y y2s 2 t828e 8ss as temstetea lamoamcm lolo olo loccoco o GwiliGwiliGwiliGwili Railway Railway Railway Railway UnderUnderUnderUnder overhaul overhaul overhaul overhaul (2019) (2019) (2019) (2019) 1978197819781978-7022--7022-70227022

ClaCsCslaCla la4sssFss 4F4Fs 4F t4Fe ss as temstetea lamoamcm lolo olo loc4co0co 2o4040 407 40 22727 7 ValeValeVale Valeof Berkeleyof of of Berkeley Berkeley Berkeley Railway Railway Railway Railway UnderUnderUnderUnder overhaul overhaul overhaul overhaul 1978197819781978-7033--7033-70337033

T9 T9cT9laT9 csc c slacla la3ss0sss 1s33 32 030101 2s120te20 0ss as temstetea loamamcm loloo lo loccoco o SwanageSwanageSwanageSwanage Railway Railway Railway Railway OperationalOperationalOperationalOperational 17 1978197819781978-7024--7024-70247024

17 171717

TheSch Screationocohlsoo clsla cs lasof s“C sa h “Cneweltehelten storagehanmha” mste” facilitsatema my Mid atMid Locomotion Hants Hants Railway Railway will enable usOperational toOperational better care for vehicles on ourloc loowno co sites, therefore it is likely that the number of loans out purely for collections care will decrease. The currently operable locomotives on loan should be reviewed with the borrowers 19781978-7038-7038 when the loan periods expire due to the potential need for display on an SMG site. The museum will not loan out key vehicles from the core gallery displays. The potential for engagement and reasoning behind loans will be more tightly controlled, emphasising the importance of outreach and ensuring borrowers recognise the national collection status of objects in their care. We can then better determine preferred partners for future working based on these relationships.

We willClas bes 1 0more1 Die sproactiveel Multiple in U thenit managementNorth Norfolk of our Railwayloans. Where asbestosOperational has been identified weCla willss 1require01 Dies eevidencel Multiple ofUn removalit orNorth management Norfolk Railway. Removal or remediationOperational costs could be considerable20042004-7105-7105 in vehicles which haven’t operated in some years. The hazard status of vehicles loaned or hired in must also be clear. Anyborrower must work closely with the NRM to manage hazards on loan vehicles.. Locomotives on loan for operation and their status is recorded in Appendix Table F

Table F: Operational vehicles currently on loan off site

Name Current Location Current Status

Taff Vale Railway 28 steam loco ATarmff sVatrolen gR aWilwahitwy o2r8t hs tediaemse lol co BeamishGwiliGwili Railway Railway OperationalUnderStaticUnder overhaul overhaul (2019) (2019) shunter 19781978-7022-7022 1978-7008

Taff Vale Railway 28 steam loco Gwili Railway Under overhaul (2019) 1978-7022

Class 4F steam loco 4027 Class 4F steam loco 4027 ValeVale of Berkeleyof Berkeley Railway Railway UnderUnder overhaul overhaul Class 04 number 63601 steam loco Great Central Railway Static 19781978-7033-7033 1975-7027 Proposal to overhaul for heritage line use currently being considered. Class 4F steam loco 4027 Vale of Berkeley Railway Under overhaul

1978-7033

T9 class 30120 steam loco T9T9 clalass s3te01a2m0 lostceoa m30 l1o2c0o SwanageSwanage Railway Railway OperationalOperational 19781978-7024-7024 T9 class steam loco 30120 Swanage Railway Operational 15 1978-7024

J52 class steam loco 1247 NRM Static 17 J52 class steam loco 1247 NRM Static 17

198019-807001-7001 Could be lentCould for operationbe lent for operation Was preserved with the intention of operation

LNER 3rd Class Open carriage North Yorkshire Moors Operational Railway/LNER Carriage LNER1987 3rd- 7013Clas s Open carriage AssociationNorth Yorkshire Moors Operational Railway/LNER Carriage 1987-7013 Association

Taff Vale Railway 28 steam loco Gwili Railway Under overhaul (2019) 1978-7022

CLNERlass 4F 3r ds Ctelaamss loOcpoe n40 c2a7rr iage ValeNorth of Berkeley Yorkshire Railway Moors UnderOperational overhaul rd LLNERNER 3 3rd C Clalassss O Oppeenn c caarrrriaiaggee NorthNorthRailway/LNER Yorkshire Yorkshire Moors MoorsCarriage OperationalOperational 1978Taff -Va7033le R ailway 28 steam loco Gwili Railway Under overhaul (2019) 1987-7013 Railway/LNERRailway/LNERAssociation Carriage Carriage 19871987--70137013 1978-7022 AssociationAssociation

rd LMS 3rd Class Open carriage Peak Rail/LMS Carriage Operational LT9LMSM Scla 3 3srsd C Csltealassassm O O plopeecnno c c3aa0rrr1ri2aia0gg ee PeakSwanagePeak Rail/LMS Rail/LMS Railway Carriage Carriage OperationalOperational Association 1987-7008 AssociationAssociation 1987C19781987lass-- 700870244F7008 ste am loco 4027 Vale of Berkeley Railway Under overhaul

1978-7033

SimplexJ52 clas Wars st eDepartmentam loco 124 7 BeamishNRM StaticOperational armoured petrol locomotive T9 class steam loco 30120 6619.. O 80OOththth-7001eeerrr p pp ooolicliclicieieiess s Swanage Railway CouldOperational be lent for operation 1981-7001 1978-7024 FormalFormal policies policiespolicies and and and procedures procedures procedures for for for periodic periodic periodic inspection inspection inspection of of operational ofoperational operational vehicles vehicles vehicles at at heritage heritage at heritage railwaysrailways (on (on(on loan loanloan or or or for for for galas) galas) galas) will will will be be be formulated formulated formulated with with with the the the NRM NRM NRM E Engineeringngineering Engineering,, Collections Collections, Collections Services Services Services andand Collections CollectionsCollections & & & Research Research Research departments. departments. departments. These These These will will will address address address the the the sometimes sometimes sometimes competing competing competing demands demands demands ofof engineering, engineering, restoration restoration restoration and and and conservation. conservation. conservation. CollectionsCollections vehicles vehiclesvehicles will will will not not not be be be returned returned returned to to tooperational operational operational condition condition condition purel purel purelyy because becausey because of of pressure pressure of pressure from external stakeholders. from externalexternal stakeholders. stakeholders. ThisThis document document will will be be reviewed reviewed every every year. year. This document will be reviewed every year. rd BritishLNERJ52 c l3a Railwayss sC slatessa mO Mark ploecno c 1a 2rBSKr4ia7 g coache NRMNorth / Yorkshire Riley & Son Moors (E) Ltd OperationalStaticDD aatete o o ff p paappeerr:: March March 2019 2019 (FlyingRailway/LNER Scotsman Carriage Support Date of paper: March 2019 1987-7013 1990-73771980-7001 Coach)Association CouldR Rbeeevie vielentww forD Daa teoperationte:: March March 2020 2020 Review Date: March 2020

16 LNER 3rd Class Open carriage North Yorkshire Moors Operational Railway/LNER Carriage 1987-7013 Association

19 1818 16 18

6. OTHER POLICIES

Formal policies and procedures for periodic inspection of operational vehicles at heritage railways (on loan or for galas) will be formulated with the NRM Engineering, Collections Services and Collections & Research departments. These will address the sometimes competing demands of engineering, restoration and conservation.

Collections vehicles will not be returned to operational condition purely because of pressure from external stakeholders.

This document will be reviewed every year.

Date of paper: March 2019 Review Date: March 2020