MUSEUM IN DANGER
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By F. K. MOSES
WHEN the control of the Museum of British Transport at Clapham, in South London, came under the British Railways Board last year, concern was expressed in many quarters for the future of the historical road transport vehicles exhibited there. The vigorous response of Dr. Beeching to the Government's injunction to make the railways pay was only too well known, and one felt that he would not tolerate for very long a limb of the railways which was in danger of losing heavily.
The knowledge that the Historical Relics section of British Railways, now responsible for the Clapham museum as well as the railway museums at York and Swindon, had a loss of almost 100,000 in the Board's first year, increased the speculation about the museum's future; especially when most of the loss was incurred at Clapham. It was no surprise, therefore, when Dr. Beeching asked the Minister of Transport to approach the Treasury for a grant towards the upkeep of the museums—a financial burden which he felt should be borne by the nation. Unhappily, Mr. 1VIarples, apparently, did not share this view, and Dr. Beeching's request was turned down. So what of the future?
The Railways Board remains of the opinion that it should receive financial assistance towards the care of historical railway relics, and a statement to this effect is printed in the Board's first annual report, published last month. No reference is made in the report to the road transport exhibits however, either those at Clapham or the number in store because of the lack of space in the museum, These embrace no fewer than 43 at the museum, with another 18 in storage— a rather large number of vehicles to throw away!
One of the explanations for the heavy loss at Clapham is the newness of the museum there. Those at York and 1514
Swindon had a decidedly local flavour, and it was decided that a national museum should be developed to cover all branches of rail and road transport in this country, Eventually a site was obtained at Clapham, and preparations for the new museum began in 1959. The site was a former tram depot which bad been converted into a bus depot and later became vacant, and the first stage was to create a small exhibits section in a modern building adjacent to the depot. Many models, illustrations, and other small relics of transport interest were put on display here, and the museum opened to the public on March 29, 1961.
Meanwhile preparations went ahead for the opening of the large exhibits section in the former depot, the most important part of this work being the preparation of the vehicles themselves. Exhibits ranged from steam railway locomotives and examples of railway rolling stock to road passenger transport vehicles, including a range of elderly London Transport vehicles. This section opened on May 29, 1963, and 100,000 people visited the museum in the remaining part of last year, compared with 32,000 in the previous year when only the small exhibits section was open.
Many of the vehicles on view at Clapham are in a good state of preservation; others require a good deal of work on them, and adjacent to the depot is a workshop where a special team can undertake the necessary renovations. One of the first effects of the present situation is likely to be a serious running down of this work. Again, many of the stored vehicles also require renovation, and the selection and preparation of additional candidates for the museum is threatened. This could well lead to examples of former types of bus which were typical of their day, being lost for ever. It is a much more worth-while exercise to restore to their former glory vehicles which actually did operate, say 20 or 30 years ago, than have to build, sometime in the future, what would be nothing more than replicas, should it be found that there were serious gaps in a range of exhibits illustrating the development of this country's transport.
Neither is this the full story. Lack of space at Clapham is already a serious problem—witness the 18 road transport vehicles in storage because of the physical lack of space to display them. These vehicles are hidden in corners of various London Transport bus garages.
Clearly some form of Government support is required—it is illogical that museums such as the Science Museum or the British Museum should receive such financial support, whilst the future of the country's official Transport Museum is seriously jeopardized by the lack of it. And with the backing of the Government, a new and larger site, with plenty of open space in addition to covered accommodation, should be sought. Here not only could all the historical relics be on display, but road and rail circuits could be built so that the road passenger exhibits, which are preserved in working order, could be demonstrated to generations who have never seen such vehicles as tramcars, trolley buses and solid-tyred, outside-staircase buses. Such a suggestion must not be regarded. as a rather silly pipe-dream, but a serious goal to be aimed at by a country which has done so much to pioneer mechanical transport.
Appeal to Coach Operators
One of the ways to ensure the future of the Museum of British Transport is to visit it. The greater the attendances at the museum, the more chance it has of survival. Railway branch lines are being closed down because so few people now use the services, and the continued operation of the lines has consequently
become so completely uneconomical. An attendance of 200,000 is the target for Clapham this year; at the beginning of July the actual attendance figure was 65,000, with half the year gone. On the other hand, the peak summer season still lies ahead, and there is a good chance that the target might indeed be reached. Next year's target attendance is 250,000.
The curator of the museum and his staff are carrying out an intensive campaign to publicize the museum and its facilities. All schools within 100 miles radius have been circularized, and many school panics have been to Clapham.
• The day I was there several school parties, including one from Brighouse, in Yorkshire, were looking round.
Special party rates are available, and a facility which should appeal is a credit • system available to approved coach operators and travel agents. Under this
system an account is opened, and coach operators take their parties to the museum where they are admitted by voucher. No payment is made at the time, a statement being sent to the operator each month. As soon as an operator has taken more than 100 visitors to the museum, he receives a discount of 71 per cent on all further admissions. Parties can be set down at the public entrance to the museum. parking space for coaches being available at the rear. Applications should be made in writing, to the Curator of Historical Relics, British Railways Board, Triangle Place, Clapham, London, S.W.4.
My first visit to Clapham was last year, shortly after the large exhibits section was opened, and my only complaint at the time was the lack of any refreshment facilities. Happily this is no longer the situation, and a temporary refreshment bar added later will soon be replaced by an attractive permanent one, work on which has already begun. [ea, coffee, wrapped ,foods--indeed the usual supplies from a refreshment bar— will be available, together with very welcome sitting accommodation.
The main entrance to the museum is located on the south side of Clapham High Street, a short distance from Clapham Common. It is open on weekdays from 10 a.m. to 5.30 p.m., and the normal admission is 2s. 6d for adults, or Is. 6d. for children. Special arrangements and opening times can be arranged for parties on application. I must say it is money and time well spent.