What’s the price of fame?
You’ll have your own views on whether the £6.8 million of taxpayers’ money spent since Flying Scotsman became the ‘people’s engine’ (I detest the phrase) is decent value. It cannot be challenged that No. 60103’s staged return has been one of the greatest phenomena in steam preservation, with crowds guaranteed for every public appearance, sell-out railtours, and worldwide media interest. However, after the initial purchase price of £2.31m back in 2003 (fair enough), how it can it possibly cost twice as much again - £4.5m - to put it back on the main line? Do we sit back and accept that the bill for ‘Scotsman’ is just a consequence of the ongoing rethink of the role of the National Railway Museum, and its Science Museum Group parent? Since the 4-6-2 came under its remit, York has had three directors, Andrew Scott, Steve Davies and Paul Kirkman, all with a different management brief. Outside contractors now manage major work formerly handled by an in-house engineering team that has been reduced to a tiny number. The big question remains whether any riskaverse public sector body in the 21st century can be trusted with any future ’Scotsman’-type project. This is dangerous territory, because it might slam the door on reviving so many of the NRM’s flagship locomotives that are out of ticket - Nos. 6229 Duchess of Hamilton, 3440 City of Truro, 92220 Evening Star and ‘Stirling Single’ No. 1 among them - unless there’s a robust deal with an external sponsor. The NRM hasn’t answered our questions, but on your behalf we’ll keep pressing. We need to drop the spin and hear in straight language about No. 60103’s long-term future. Sorry NRM, but a similar lack of clarity has fuelled another article in this issue about exhibits large and small that are being disposed of without the public awareness that we might expect. Over the last 40 years or so there has been a mad scramble to rescue as many historic railway items as possible from scrap and theft, using statutory powers to demand and secure them from British Rail and its successors. A clearout of duplicate items seems entirely sensible, but is it being done the correct way? Should decisions on what stays and what goes be taken by panels of ‘experts’, or should the debate be widened to include the views of trusted and knowledgeable ‘enthusiasts’? Finally, something a little brighter. It’s not all about main line express engines, with all their pedigree and pizzazz. Let’s all celebrate the triumphant return to the North West of ‘cloth cap’ 50mph BR Standard mixed traffic 2-6-0 No. 76084, which was part of an intended one-way convoy from Wigan Springs Branch shed to Barry scrapyard in 1968. The £850,000 to put it back in business didn’t come from the taxpayer - it’s been sheer tin-rattling hard work.