Twin ex-Toronto PCC cars line up infront of the National Capital TrolleyMuseum’s new visitor center inColesville, Maryland. Relocated byfreeway construction, NCTM opened itshandsome new museum buildings inOctober 2010 and shortly thereafterhosted ARM’s 2010 Conference. AaronIsaacs photo

TRAINLINErailwaymu seumquarterly

Number 3 Published cooperatively by the Tourist Railway Association and the Association of Railway Museums

Winter 2011

PRSRT. STD.U.S.POSTAGE

PAIDMINNEAPOLIS, MNPERMIT NO. 1096

ARM1016 Rosser StreetConyers, GA 30012

Address Service Requested

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ASSOCIATION OF RAILWAY MUSEUMS

The purpose of the Association of Railway Museums is tolead in the advancement of railway heritage througheducation and advocacy, guided by the principles set forthin "Recommended Practices for Railway Museums" andincorporated in other best practices generally accepted inthe wider museum community.

ARM MembershipMembership in the Association of Railway Museums is open tononprofit organizations preserving and displaying at least onepiece of railway or street railway rolling stock to the public on aregularly scheduled basis. Other organizations, businesses andindividuals interested in the work of the Association are invitedto become affiliates. For more details, or to report addresschanges, please contact the Association of Railway Museums,1016 Rosser St., Conyers, GA 30012, or email toscg@lagniappeassociates.com.Call us at (770) 278-0088 or visit our Web site:www.railwaymuseums.org.

DirectorsRichard Anderson, Northwest Railway Museum,

richard.anderson@railwaymuseums.orgScott Becker, Pennsylvania Trolley Museum

scott.becker@railwaymuseums.orgBob LaPrelle, Museum of the American Railroad, bob.laprelle@railwaymuseums.orgPeter Murphy, Exporail, peter.murphy@railwaymuseums.orgG. Mark Ray, Tennessee Valley Railroad Museum, mark.ray@railwaymuseums.orgKen Rucker, National Capital Trolley Museum, ken.rucker@railwaymuseums.orgJim Schantz, Seashore Trolley Museum, jim.schantz@railwaymuseums.org

Eric Sitiko, Oregon Electric Railway Historical Society,eric.sitiko@railwaymuseums.orgKyle Wyatt, California State Railroad Museum, kyle.wyatt@railwaymuseums.org

OfficersPresident: Bob LaPrelleVice President: Scott BeckerSecretary: Ellen Fishburn,

secretary@railwaymuseums.orgTreasurer: Ken Rucker, 1313 Bonifant Road, Silver

Spring, MD 20905-5961, ken.rucker@railwaymuseums.org

CommitteesRenewal Parts: Rod Fishburn, Chair,

parts@railwaymuseums.org

StaffSuzanne Grace, Executive Director, 1016 Rosser St.,

Conyers, GA 30012 scg@lagniappeassociates.com

Aaron Isaacs, Editor, 3816 Vincent Ave. S., Minneapolis, MN 55410, rmqeditor@railwaymuseums.org

The Association of Railway Museums is a Professional Affiliate Member of the American Association of Museums.

TOURIST RAILWAY ASSOCIATION

The Tourist Railway Association, Inc. is a non-profitcorporation chartered to foster the development andoperation of tourist railways and museums.

TRAIN MembershipMembership is open to all railway museums, tourist

railroads, excursion operators, private car owners, railroadrelated publishers, industry suppliers and other interestedpersons and organizations. TRAIN, Inc. is the only tradeassociation created to represent the broad spectrum ofwhat is called “creative railroading”.

OFFICERS President: Rick Burchett, Chehalis-Centralia RR

(360) 570-9191 (home/office) Vice President: Linn Moedinger, Strasburg Rail Road

(717) 687-8421 Secretary: Syl Keller, Monticello Railway Museum,

Monticello, IL (309) 376-3361 (home) Treasurer: Alan Barnett: Indiana Railway Museum

(812) 936-2405

DIRECTORSJohn E. Bush: Roaring Camp Railroads

(831) 335-4484 Ext. 138 Steven M. Butler: San Luis & Rio Grande Railroad

(262) 853-9662 (cel) Jeffery D. Jackson: American Heritage Railroads

(970) 259-6505 Craig H. Lacey: Heber Valley Railway (435) 654-5601 Richard N. Noonan: California State RR Museum

(916) 445-3145 G. Mark Ray: Tennessee Valley Railroad Museum

(423) 240-1480 Fenner Stevenson: Boone & Scenic Valley Railroad

(515) 432-4249 Meg Warder: Black Hills Central Railroad (605) 574-2222Erv White: Grand Canyon Railway. 928-607-1493Frankie Wiseman: Middletown & Hummelstown RR (717)

944-4435 X-18

STAFFExecutive Director: Suzanne Grace (770) 278-0088

scg@lagniappeassociates.orgEditor: Aaron Isaacs (612) 929-7066, aaronmona@aol.comLegal Counsel: Frank McKenna (703) 683-4420 Webmaster: Bob Harbison (253) 833-2068 Web site: http://www.traininc.org

To advertise in Railway Museum Quarterly/Trainline, contact Aaron Isaacs at aaronmona@aol.com. To download an advertising rate sheet, go to www.railwaymuseums.org

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TRAIN PRESIDENT’SCOLUMN

By Rick Burchett

Another operating season hasended, followed by an excellent TRAINconvention in Alamosa, hosted by theSan Luis & Rio Grande and its RioGrande Scenic Railroad.Congratulations to Ed Ellis and his crewfor a job well done. There was a pre-convention trip to the Manitou & PikesPeak and the Royal Gorge Railroad. Werode behind steam to Antonito,transferred to the Cumbres & Toltec fora turn to Sublette, then returned toAlamosa behind steam. The highlightwas a steam powered round trip over LaVeta Pass, now the highest standardgauge mainline in North America andone of the great unheralded train rides.

Between the trips were informativeseminars, multiple TRAIN Boardmeetings and, of course, plenty ofopportunities to renew old friendshipsand make new ones. The conventionshave always offered plenty of schmoozetime and this year was no exception.

Our cooperative efforts with theAssociation of Railway Museumscontinue. The Board approved thethree-way agreement with ARM andeditor Aaron Isaacs to produceTrainline/Railway Museum Quarterly.The Board authorized representatives tonegotiate with Suzanne Grace to haveher company Lagniappe Associatesprovide management services toTRAIN. Over the winter, theTRAIN/ARM Organization Team willhold conference calls to resolve asmany issues as possible before the jointSpring meeting at French Lick, Indiananext March 25-26.

Although it has been called amerger, it is more correct to say we areheaded toward the dissolution of bothARM and TRAIN, which will bereplaced by a new organization. Weused the convention as an opportunityto ask our members' opinions. We heard

no objections, and believe we arerepresenting the membership's wishesby moving forward. We will be visitingmore formally with both ARM andTRAIN members at the jointconvention next November inChattanooga.

Board elections were held. LinnMoedinger of the Strasburg Railroadreturned for another term. Joining theboard for the first time were Erv Whiteof the Grand Canyon Railway and MegWarder of the Black Hills Central. Abig THANK YOU goes out to retiringlong time board member Bob Warder ofthe Black Hills Central. Fortunately hiswisdom will not be lost, as he will stillbe active and his daughter is now on theboard. Alan Barnett has stepped asideas an elected board member to serve asTreasurer.

TRAIN Executive Director DanRanger has stepped down, accompaniedby wife Karen Ranger, who has servedas Administrative Assistant. I'd like torecognize Dan and Karen for theirexcellent efforts on behalf of TRAIN,particularly bringing back Trainline andbuilding it into a fine publicationfunded entirely by ad revenues. Theyhave continued to keep the office openuntil the transition to LagniappeAssociates is done and have been veryhelpful in the process. Many thanks,Dan and Karen.

I'd like to close with a personalnote from a proud father. My daughter,Rikki, has grown up firing steamlocomotives on the Chehalis-CentraliaRailroad. Now age 24, she attended theconvention and was invited to fire RioGrande Scenic Railroad 2-8-0 #18 on its2.5 percent assault on La Veta Pass.That's her in the cab during a photorunby.

FRA DEVELOPMENTS By Bob Opal

Note: Bob retired in 2008 from theUnion Pacific Legal Department, wherehe was General Commerce & FRACounsel.

I. INTRODUCTIONThis article summarizes FRA

rulemakings and other developmentsduring 2010 which could affect tourist,historic or scenic or excursionoperations and railroads (“touristoperations” or “tourist railroads” will beused as shorthand for all of theseoperations).

Let’s start with an overview ofFRA’s regulation of tourist operations.Julius Caesar once wrote that all Gaulwas divided into three parts. So, too, isFRA’s regulation of tourist operations.FRA’s “three parts” are as follows:

General System Tourist Operations– This category includes all touristoperations conducted on trackage whichis part of the general railroad system oftransportation (i.e., the national networkof standard gauge trackage used forfreight, intercity passenger and/orcommuter passenger service). “Generalsystem” tourist operations includetourist operations run by general systemrailroads themselves, and touristoperations run by other entities overgeneral system trackage. With a fewexceptions, FRA rules generally applyto this category of tourist operations thesame as they do to freight railroads,AMTRAK and commuter railroads,

Non-General System, Non-InsularTourist Operations (“non-insular” forshort) – This category includes touristoperations which do not operate overany general system trackage, but usetrackage which includes any of thefollowing features: (i) a public rail-highway grade crossing; (ii) a rail-railcrossing at grade, (iii) a bridge over apublic road or navigable waterway, or(iii) a common corridor with anotherrailroad (ie., its operations are within 30feet of another railroad). This categoryincludes most tourist operations. Non-insular operations are subject to a morelimited set of FRA rules than generalsystem operations, and FRA oftenexcludes them entirely from newrulemakings.

Non-General System, InsularTourist Operations (“insular” for short)- This category includes touristoperations which do not operate overgeneral system trackage AND do NOTinclude any of the features which wouldmake them “non-insular” as describedin the preceding paragraph. Thiscategory would include operations suchas railroads in amusement parks. Priorto the 2010 Bridge Safety Standards

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advertising in RMQ/Trainline.

For more info, contact AaronIsaacs at 612-929-7066 or

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(described below), no FRA rulesapplied to insular operations.

II. 2010 RULEMAKINGPROCEEDINGS

These are summaries of therulemaking proceedings FRA eitherinstituted or completed in 2010 whichapply to tourist operations in whole orin part. For more information, see theweb addresses shown for each rule,which include not only the text of therules, but FRA’s regulatory “preamble”describing their application. Most ofthese rulemakings (shown below as“RSIA rulemakings” or “RSIA rules”)were mandated by Congress in the RailSafety Improvement Act of 2008. Inthese cases, FRA is required by law toissue rules on the subject, although ithas some discretion as to what is inthose rules.

Positive Train Control(Final Rule):

Summary: This is a veryextensive RSIA rule which requirescertain passenger and freight railroadsto install very sophisticated (and veryexpensive) train control signal systemson rail lines meeting specified criteriaby 2015, and establishes designstandards and approval requirements.The rule and the RSIA statutorymandate were largely in response to the

tragic September, 2008 Metrolinkcollision at Chatsworth, CA.

Applicability to TouristOperations: The rule is NOT applicableto non-general system touristoperations, whether “insular” or “non-insular.” However, the rule may applyto some “general system” touristoperations, as follows:

(i) PTC doesn’t have to beinstalled on a general system line justbecause of a tourist operation on theline (see definition of “main line” at p.2700).

(ii) Tourist trains on a generalsystem line which is equipped withPTC can be conducted without beingequipped with PTC if certainrequirements are met. Some of these area little unclear, but the requirementsappear to be as follows:

The line either has no regularlyscheduled intercity or commuterpassenger service or, if it does, the hostrailroad’s implementation plan (PTCIP)covers operation of non-equippedtourist trains;

The tourist movement does notexceed 20 miles in length;

If the tourist movement exceeds 20miles in length, the tourist trains mustbe PTC equipped by December 31,2020;

All non-equipped movements mustbe made under the procedures

applicable to movement of trains withfailed PTC apparatus.

Reference:http://edocket.access.gpo.gov/2010/pdf/E9-31362.pdf

This is a very large document (126pages of 3-column regulatorymicroprint). Tourist operations arespecifically discussed at p. 2635(preamble), and pp. 2700 and 2704(rule text). The procedures for non-equipped movement are at p. 2712 (ruletext). While these procedures may, ontheir face, appear to apply only to “en-route failures”, sec 236.1006(c) (p.2704) also makes them applicable tonon-equipped movements permitted bythe section.

Bridge Safety Standards(Final Rule):

Summary: This is an RSIA rulewhich requires track owners todetermine the safe load capacity of theirbridges, and to implement “bridgemanagement programs” as described inthe rule, including annual inspections.Many of the requirements appear toeffectively require inspection work tobe done by personnel with engineeringcredentials.

Applicability to TouristOperations: The rule is applicable toALL tourist operators that own railbridges (except bridges in amusement

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parks), including “general system”,“non-insular” and “insular” operators.This is the first FRA rule to explicitlyapply to “insular” tourist operations.

Since most tourist operatorsprobably do not have personnelqualified to do much of the workrequired by the rule, the rule will likelyrequire use of professional bridgecontractors. The compliance deadlinefor most tourist operators to have aprogram in place is September 13,2012. The American Short Line andRegional Railroad Association willlikely develop model programs for theshort line industry (which have many ofthe same compliance issues as touristroads), and a similar effort by thetourist rail industry may be advisable(perhaps based on the short lineprogram).

R e f e r e n c e :http://edocket.access.gpo.gov/2010/pdf/2010-16929.pdf

Tourist operations are discussed atpp. 41284 and 41288 (preamble) and41313 (rule text, sec 237.1)

Use of Cel Phones and OtherElectronic Devices

(Final Rule)Summary: This is a non-RSIA rule,

which restricts use of cell phones andother electronic devices by railroadoperating employees and requiresrailroads to have instruction programs

for these employees. The requirementsare similar (but not identical) to thosecontained in Emergency Order No. 26,which FRA issued after the MetrolinkChatsworth accident. The rule rescindsand replaces Emergency Order 26effective March 28, 2011.

Applicability to Tourist Operations:Tourist operations are not specificallyaddressed in the rulemaking document.However, based on section 220.3(“applicability”), the rule is applicableto tourist operations on the generalsystem. It is NOT applicable to non-general system tourist operations,whether “insular” or “non-insular”.

References:http://edocket.access.gpo.gov/2010/pdf/2010-23916.pdf

Accident Reporting – Monetary Threshold

(Final Rule)Summary: This is a non-RSIA

rule, which raises the monetarythreshold for reporting a rail equipmentaccident/incident to $9,400, effectiveJanuary 1, 2011 (a “rail equipmentaccident/incident” is a collision,derailment, fire, explosion, act of Godor other event involving operation ofon-track equipment, standing ormoving).

Applicability to Tourist Operations:The existing accident/incident reportingrules are applicable to both general

system and non-insular touristoperations, see 49 CFR 225.3. The newrule only affects the reporting monetarythreshold for FRA’s existingaccident/incident reporting rules (49CFR Part 225) and does not change theapplicability of those rules. Note thatthere are special provisions in theexisting rules which make some of therequirements of Part 225 inapplicable tomost tourist operations (see, forexample, sec 225.3(b)). The new ruledoes not change any of thoseprovisions.

Reference:http://edocket.access.gpo.gov/2010/pdf/2010-30824.pdf

Conductor Certification(Proposed Rule)

Summary: This is a proposedRSIA rule which would requirerailroads to implement conductorcertification programs broadly similarto existing locomotive engineercertification programs. A final rule willprobably not be issued until the late2011. However, since the proposed rulewas developed as a negotiatedrulemaking through FRA’s RSAC (RailSafety Advisory Committee), it is likelythat the final rule will very closelyfollow the proposed rule.

Applicability to Tourist Operations:Like the existing engineer certificationrule (Part 240), the new rule as

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proposed would NOT apply to non-general system tourist operations,whether “insular” or “non-insular”., Itwould, however, apply to touristoperations on the general system.

Reference:http://edocket.access.gpo.gov/2010/pdf/2010-27642.pdf

Tourist operations are discussed atpp.89168 and 89190 (preamble). Theexclusion for tourist railroads is at p.69197 of the rule text, sec 242.3(a)(1)(as discussed in the preamble, non-general system tourist roads areincluded in the exception for non-general system “installations”).

Risk Reduction Plans(Advance Notice of

Proposed Rulemaking)Summary: This is a preliminary

document in an RSIA rulemaking. TheANPR does not propose any specificrule language. Rather, it is intended toobtain comments on what should beincluded in a proposed rule, that wouldbe issued at a later date. In general, therule would require Class I railroads,intercity or commuter “passengerrailroads”, and railroads with an“inadequate safety record” to developrisk reduction plans meetingrequirements specified in the rule.

Applicability to Tourist Operations:The only specific mention of tourist

roads in the document is on p. 76349,where FRA asks for comments whether“certain types of railroads (such astourist railroads) should be exemptedfrom the regulation” (question #2, col3). ARM presently intends to file briefcomments on this issue.

Reference:http://edocket.access.gpo.gov/2010/pdf/2010-30836.pdf

II. FRA WAIVER AND SPECIALAPPROVAL DECISIONS

FRA rules permit railroads andother regulated entities to request relieffrom specific regulatory requirementswhich would otherwise apply. Thissection summarizes decisions whichFRA issued in 2010 on waiver orspecial approval requests filed on behalfof various tourist operations, bothgeneral system and non-general system.The listing could be incomplete as it isbased primarily on notices published inthe Federal Register prior to a decision.However, FRA sometimes issues thesedecisions without a prior FederalRegister publication.

Restricted Equipment DecisionsThe largest group of “tourist”

decisions involve FRA “restrictedequipment” requirements. Asbackground, beginning in 2009 (orthereabouts) some FRA enforcementpersonnel began taking the position that

the “restricted equipment” provisionsof the Railroad Freight Car SafetyStandards, 49 CFR 215.203 and215.303, applied not only to generalsystem tourist operations, but to “non-insular” tourist operations. The“restricted service” provisionsgenerally prohibit operation of freightcars which are more than 50 years oldor which have certain components,unless FRA has specifically permittedtheir continued operation. If FRA doespermit their continued operation, theymust be stenciled with an “R” and withinformation as to the reason for therestriction. These provisions apply onlyto “freight” rolling stock, not topassenger cars. As such, they do not, bytheir terms, apply to equipmentoriginally designed as passenger cars.But they would apply to equipment(including cabooses) originallydesigned for freight use, even ifsubsequently converted to passengeruse. Examples include freight cars usedin demonstration freight trains, freightcars converted with seats for passengeruse, cabooses and the like.

In response to this enforcementactivity, a number of tourist operations(both general system and non-generalsystem) have requested “specialapprovals” to permit continuedoperation of 50+ year old freightequipment and “waivers” of the special

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stenciling requirements. During 2010,all of the “restricted equipment”requests FRA considered wereapproved, subject to conditions. Therequests included:

Docket No. FRA 2010-0001Requested by: Santa Cruz, Big Timber

& Pacific Railway (General system)Action: Approved subject to conditionsReference:

http://www.regulations.gov/#!documentDetail;D=FRA-2010-0001-0007.1

Docket No. FRA 2010-102Requested by: Orange Empire Railroad

Museum (Probably “general system”due to nature of OERM operations attime of waiver request, but not statedin FRA decision)

Action: Approved subject to conditions.Reference:

http://www.regulations.gov/#!documentDetail;D=FRA-2010-0102-0006.1

Docket No. FRA 2010-0007Requested by: Pacific Locomotive

Association (Covers equipmentoperated on Niles Canyon Railway.Probably non-general system based onwaiver petition but not stated in FRAdecision)

Action: Approved subject toconditions:

Reference:http://www.regulations.gov/#!documentDetail;D=FRA-2010-0007-0005.1

Docket No. FRA 2010-021Requested by: Indiana Transportation

Museum (Probably general system,but not stated in FRA decision)

Action: Approved subject to conditions:Reference:

http://www.regulations.gov/#!documentDetail;D=FRA-2010-0021-0003.1

Docket No. FRA 2010-0138Requested by: Hoosier Valley Railroad

Museum (General system)Action: Approved subject to conditionsReference:

http://www.regulations.gov/#!documentDetail;D=FRA-2010-0138-0003

Other Waiver and Special Approval Decisions

Docket No. FRA 2009-0060Requested by: Steam Railroading

Institute (General system)Summary: Requested waiver of Part

223 glazing requirements forpassenger and caboose cars .

Action: Petition voluntarily withdrawnas to most equipment. Dismissed as toremaining equipment as unnecessarydue to age of equipment.

Reference:http://www.regulations.gov/#!documentDetail;D=FRA-2009-0060-0004.1

Docket No. FRA 2009-0112Requested by: City of Jasper, IN

(General system)Summary: Requested waiver of Part

223 glazing requirements forpassenger car.

Action: Approved subject to conditions.Reference:

http://www.regulations.gov/#!documentDetail;D=FRA-2009-0112-0004.1

Docket No. 2010-0095Requested by: South Carolina Railroad

Museum (General system)Summary: Requested waiver of Part

240 engineer certification rules topermit “engineer-for-a-day” program.

Action: Approved subject toconditions.

Reference:http://www.regulations.gov/#!documentDetail;D=FRA-2010-0095-0004.1

Docket No. FRA 2010-0109Requested by: Illinois Railway Museum

(Non-general system)Summary: Requested waiver of Part

230 steam rules to extend 15 yearperiod for performing 1472 serviceday inspection on steam locomotive.

Action: Denied

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Reference:http://www.regulations.gov/#!documentDetail;D=FRA-2010-0109-0003.1

MUSEUM LOCOMOTIVE STUDYSummary: Section 415 of the 2008

RSIA directed FRA to conduct a studyof diesel locomotives and equipmentused by museums, historical societies,tourist and scenic railroads, includingan analysis of the safety consequencesof a less periodic inspection scheme(i.e., replacing the current time basedinspection scheme with a scheme basedon service days).

FRA released the study in July,2008. The study is expressly limited togeneral system tourist (etc.) operations,and excludes non-general systemoperations. FRA’s stated reason for thislimitation is that non-insular touristoperations are already exempt from theregulations covered by the study (e.g.,the non-steam locomotive standards inPart 229 and the brake rules in Part232). The study includes a survey of allgeneral system tourist operations, theiraccident/incident history, and the resultsof FRA inspections of their equipment.

FRA’s conclusion in the study isthat a service day inspection schemeshould not be adopted. .

Reference: http://www.fra.dot.gov/downloads/safety/MuseumLocomotiveStudy2010.pdf

ARM 2010CONFERENCE

By Aaron Isaacs

This was the last stand-alone ARMconference. It was hosted by theNational Capital Trolley Museum atone of the country’s newest museumfacilities, and featured memorable visitsto others, including one of the oldest.There were extensive seminars on awide variety of preservation topics.

SmithsonianThe pre-conference tour visited the

“America on the Move” exhibit at theSmithsonian’s American HistoryMuseum. The exhibit was the last majorproject of transportation curatorWilliam Withuhn before his retirement.I was expecting a rehash of thefamiliar—everyone knows that thepioneer locomotive John Bull and thelast surviving Southern PS-4 4-6-2 areon display. What I wasn’t expectingwas one of the most effective museumdisplays I’ve ever encountered.

Given the breadth of its collection,the Smithsonian staff must be temptedto present the history of the entirecountry. Due to space limitations, thiswould only be possible in the mostsuperficial way, so they have goneanother route. They have focused on

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Three railroad elements of the Smithsonian’s America on the Move exhibit.

specific cities and towns that representcommunities everywhere. The SouthernPS-4 is still there, in all its green andgold glory, but now it helps tell thestory of the Southern Railway in therailroad town of Salisbury/Spencer,North Carolina. The entrance of theSalisbury depot has been replicated.Nearby displays touch on the Pullmanporter and segregation within theindustry.

The Smithsonian isn’t the first toemploy lifesize statues of railroademployees and customers. Ghostlywhite-on-white figures were already afixture at the Altoona RailroadersMemorial Museum, Omaha’s DurhamWestern Museum and the NorthCarolina Museum of Transportation.The Smithsonian’s, however, areparticularly well sculpted in shades ofwhite and grey that seem to increasetheir presence. A good example is themotorman of the single truck streetcarand the group of passengers about toboard.

Particularly effective is theChicago Transit Authority “spam can”L car. One enters via a replicated Lstation platform. The rear of the cartransitions seamlessly into a projectedmovie of a trip in progress. Passengersin period clothes interact with theconductor as he calls out the stops andhandles the doors. Meanwhile the carvibrates realistically along with therecording of an actual L train and thereceding track is viewed through therear windows. State of the art and veryeffective.

B & O MuseumAny list of the top railroad

museums in North America will alwaysinclude the B & O. It originated as thecorporate collection of the Baltimore &Ohio, which used its history as arailroading pioneer to market itself.Beginning in the 1890s, it gatheredsurviving historic rolling stock still onthe property and restored it to asemblance of its original appearance. Inorder to recreate an idealized vision of abygone era, liberties were taken withthe backdating. Pieces that couldn’t befound were replicated. Despite theseissues, the company preserved apriceless collection that wouldotherwise have been lost. It stored themfor decades and brought them out onlyfor special occasions until 1953, whenthe railroad opened the B&O Museumto the public.

The museum passed intoChesapeake & Ohio control, andeventually CSX, before being spun offas a non-profit in 1990. During thosefinal years of company ownership,some important C&O and WesternMaryland pieces were added.

The event that changed everythingwas the 2003 collapse of the Mount

Clare roundhouse roof under a recordsnow load. The multi-million dollardamages threatened the museum’sexistence. A number of the mostvaluable pieces of equipment werebadly damaged. One 19th century openplatform coach was crushed and had tobe scrapped after being stripped forparts.

The insurance settlement fell farshort of the cost to repair everything,but donors responded withunprecedented generosity and themuseum recovered. In the process, itadded considerable infrastructure andrevisited its collection. Previously, allrepairs and restoration had taken placein the cavernous, but deteriorated CarShop. However, it was not suitable forthe major rebuilding of the crushedartifacts. A cost study showed thatshipping them off-site for repairs wasprohibitively expensive and logisticallyawkward. The most cost-effectivedecision was to construct a newrestoration shop, and that’s where theinsurance money went. This freed upthe Car Shop to be used for equipmentstorage and display, following repairs tothe roof, windows and HVAC system.It should be noted that there are twoabutting car shop buildings. The SouthShop holds the equipment. The now-trackless North Shop is still used formiscellaneous storage. It has recentlyreceived a new roof and windows,dramatically improving its externalappearance. Eventually it too will

become an exhibit space.In the years since the restoration

shop opened, the damaged pieces havebeen gradually restored. Only two ofthe locomotives remain to enter theshop. The restoration process hasuncovered the non-historic changesmade by the B & O between the 1890sand 1950 and those have beencorrected. A good example is the 18634-6-0 previously named the ThatcherPerkins. The name was added after theengine’s initial retirement. Restorersdiscovered that it was not actually#117, the first engine in its class, butwas instead #147. The color schemewas also brought back to the original.

Also constructed since the collapsewere a pair of open sided train shedswith high level center platforms. Theseaccomplished the twin goals ofsheltering more equipment, whilepermitting visitors better access to thetheir interiors. Recently a modelrailroad was opened inside a C&Ocoach under one of the sheds.

The post-collapse rethinking of themuseum included making ithandicapped accessible. Previously itwas out of compliance. In the process,the entry, gift shop, offices and displaysinside the Mount Care Station buildingwere completely renovated andrelocated.

Baltimore Streetcar MuseumThe broad gauge United Railways

and Electric of Baltimore retainedexamples of its earliest cars as a

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The B&O Museum’s modern shop was filled with rare early locomotives and carsundergoing restoration.

company collection. It’s one of the bestcity-specific collections anywhere and itsurvived to become the core of themuseum. Included are two horsecars,plus a dozen trolleys. Among them areseven from the period 1890-1905,including a classic double truck opencar.

The museum runs a one-miledemonstration railway alongside FallsRoad where the Maryland andPennsylvania once terminated. In thelast couple of years the line has beendouble tracked for much of its length,which adds an historic ambience foundat few other traction museums. Alongthe line is the Ma & Pa’s stoneroundhouse, which has served the Cityof Baltimore for many years as a sandand salt depot.

The present carbarn, which wasrecently expanded to four tracks fromthree, has been subject to flooding overthe years. The roundhouse is on higherground and at less risk. A study isunderway to determine of the cityshould vacate the roundhouse and turnit over to the museum.

The museum operated eightstreetcars for the attendees. Amongthem was Philadelphia snow sweeper#C-145, which rode smoothly like aheavy interurban.

National Capital Trolley MuseumYou'd think it wouldn't be

permitted nowadays, but the State ofMaryland built a new freeway through acounty park where the Museum waslocated. It cut through the NationalCapital Trolley Museum's grounds,requiring the replacement of all itsbuildings at a new site in the park, as

well as the relocation of half of thedemonstration railway.

The relocation created theopportunity to replace a smaller, olderfacility with something bigger and stateof the art, mostly at governmentexpense. However, this was no turnkey,fully-funded project. It took atremendous effort by the Museum'sleadership to bring the project to

fruition while protecting its interests.The Museum had raised funds for theconstruction of the Street Car Hall, longbefore the highway became a reality.Then in December 2006 the MarylandState Highway Administration (SHA)advanced the Museum $100,000 tobegin designing two more buildings. In2007 a Memorandum of Understandingwas signed by the Museum and SHA. It

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The Baltimore Streetcar Museum is located near downtown. It features a fine collection of Baltimore cars, as well as adouble-track mainline, rare for a museum. Jim Vaitkunas photo.

Wesley Paulson collects oral history from Norman Nelson before a camera and alive audience during the “Capturing Railway History: Live!” session in the StreetCar Hall. Jim Vaitkunas photo.

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provided $5.6 million to complete therelocation of the Museum. The MOUset January 1, 2009 as the date for thevacation of the old museum site and itstransfer to the state. Under theagreement, NCTM was responsible fordesign and construction. NCTMPresident (and ARM Treasurer) KenRucker served as the project manager.

Stone Consulting was hired toprepare an evaluation report of the costto replace the museum's old facilitiesunder the regulations in place in the fallof 2006. When construction washeading for bidding just a year later,additional unexpected storm watermanagement requirements were addedto the project, increasing its cost by$750,000. An additional complicationoccurred during the summer of 2007with the shutdown of Street Car Hallconstruction because the local planningdepartment had not approved a forestconservation plan in 1999. Work wasstopped for five weeks which cost anadditional $60,000.

Initial grading (2002 to 2003) andStreet Car Hall (2007) cost $1.25million funded with TEA21, state bondbills, Montgomery County capitalfunds, and museum money.Construction of the railway extension,visitor center, maintenance carhouse,and site facilities (2008 to 2010) cost$6.1 million funded by state highwaymitigation funds, state highwayrelocation funds, and about $400,000 ofmuseum money. The total cost was$7.35 million. A recent story in Railfanand Railroad magazine erroneouslyreported that the project cost $20million.

The new museum complexconsists of three closely spacedbuildings. The visitor center includesoffices, a large auditorium, gift shop, asmall theater, exhibit space andrestrooms. Accessible from the VisitorCenter by an enclosed walkway is athree-track carhouse, referred to as theStreet Car Hall. Beyond it is the three-track Maintenance Carhouse building.Between the two carhouses is a seventhtrack that accesses a storage/utility areabehind the barns.

It's a beautiful facility, and manyof the visiting ARM delegates wereclearly envious. It offers considerablymore space than the old complex ofthree detached buildings, whichincluded a visitor center and twocarhouses. Square footage hasincreased significantly. The newbuildings are faced in brick andeffectively emulate the style of manyhistoric carhouses.

NCTM shut down for the 2009season and took occupancy of the newsite in February 2009. ARM visited inOctober 2010, too soon for many of thenew exhibits to be completed. The

OLD SITE

NEW SITE

NEW LOOP

NEW LINE

ORIGINAL LINE

LOOPREMOVED

Museum moved its primary exhibitStreet Car Communities into the MainHall of the new facility. Visitors learnabout trolley communities along theroutes which radiated from the Nation'sCapital to Mt. Vernon, Fairfax, GlenEcho, Chevy Chase, Kensington,Rockville, Laurel, Baltimore andAnnapolis. The Museum also relocatedand expanded its O gauge layout whichpresents the Rock Creek Railway fromCalvert Street Loop to Chevy ChaseLake. A new feature of the Main Hall isthe exhibit Street Cars Go to theMovies. Panels along the theaterentrance introduce visitors toWashington's movie palaces in the eraof segregation and to the reality ofusing streetcars to travel to the movies.Featuring clips from four movies by

Harold Lloyd, the theater programdemonstrates the use of streetcars asprops in comedies and offers a glimpseinto public transportation of the earlytwentieth century. Visitors observestreetcars operating in the midst ofautomobile and bus traffic in locationsin Los Angeles and New York Citywhere the films were produced. InConduit Hall, a piece of DC Transittrack that clearly demonstrates how theunderground conduit power systemworked (overhead wires wereprohibited in the District of Columbia).

Street Car Communities will be theprimary permanent exhibit and TheConduit Story will remain the secondpermanent exhibit, both with occasionaltweaking. Additional temporaryexhibits, like Trolleymen at Work, are

in the design stage now. Street Car Hallexhibits will change as cars are releasedfrom the car shop or removed fromservice on the railway.

Although the buildings appearfinished, there are still some details tocomplete. Future plans call for pavingthe plaza streetcar loop and building anurban park inside it.

The new freeway caused theremoval of the southern half of thedemonstration railway. A new loop wasbuilt just north of the freeway. The oldnorth loop was removed. There is apassing siding at this location, the mid-point of the line, making multiple-caroperations possible. Beyond it the trackclimbs 47 feet on a steep grade beforedropping 10 feet to reach the newcarbarn complex, which sits on a hilloverlooking the old site. After passingthe seven-track ladder leading to thecarhouses, the line ends in the plazaloop at the visitor center. The roundtripride is a quarter mile longer than before(1.71 miles before, 1.96 now).

The Museum's collection includes16 streetcars. Six of these are native toWashington, DC. Two were donateddirectly by D. C. Transit in 1970. Therest of the collection is notable forbeing international. There are cars fromBelgium, England, Germany, Canada,and the Netherlands. One car, ThirdAvenue Railway System #678, wasrepatriated from Vienna, Austria andreturned to its original New Yorkappearance. The PCC car is wellrepresented by three from Washington,DC, two from Toronto and one fromThe Hague.

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The Street Car Communities exhibit includes wall displays and a model streetcarlayout. Photo courtesy National Capital Trolley Museum.

Washington, DC and New York Cityoutlawed overhead wires, so currentwas collected from undergroundconduits using a “plow” mounted onthe car truck.

A car leaves the carbarn area for a roundtrip on the demonstration railway.

Now that the relocation is largelycomplete, the Museum can again focuson streetcar restoration. CapitalTraction Company deck-roof double-truck #27 (Kuhlman 1918) has been atRail Technical Services for nine years.A conservation survey of WashingtonRailway and Electric Company 650will be done in 2011. The restorationitself will be done by a contractor.Museum car shop staff anticipaterestoring Capital Transit PCC #1430 onsite.

Annual attendance at the old siteaveraged about 15,000 per year.Although the visitor center opened inJanuary 2010, the demonstrationrailway was not operational untilOctober, except for short rides aroundthe plaza loop in front of the visitorcenter. Despite being only partiallyopen in 2010, attendance reached 8600.

SELECTED SEMINARSFROM ARM 2010

StEPS—STANDARDS ANDEXCELLENCE PROGRAM FOR

HISTORY ORGANIZATIONSPresenter: Ann Korzeniewski, AASLH

The Summer 2010 issue of RMQwas devoted mostly to the PacificLocomotive Association’s experiencewith the Museum Assessment Program(MAP), the evaluation study sponsoredby the American Association ofMuseums (AAM). That issue received anumber of positive comments, but youreditor also heard from people whofound the MAP process too dauntingand too labor intensive. If all itsfindings are implemented, MAP canchallenge a museum’s entire culture,

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and that frightens many away. There isan alternative, however.

The American Association forState and Local History (AASLH)specializes in smaller museums, whileAAM tends to deal with largerinstitutions. AASLH offers a programcalled StEPS, short for Standards andExcellence Program for HistoryOrganizations. It has the same basicgoal as MAP, but breaks museumassessment into smaller, moremanageable pieces that can beaddressed separately at the museum’sconvenience. In fact, they estimate fiveyears to be typical to complete theprocess.

This from the AASLH website,“StEPs is a voluntary assessmentprogram for small- and mid-sizedhistory organizations. The program,created by AASLH with funding fromthe Institute of Museum and LibraryServices, encourages awareness andachievement of national standards.Organizations that enroll in this newself-paced, self-study program useassessment questions and performanceindicators (Basic, Good, Better) to ratetheir policies and practices in sixstandards sections. Participatingorganizations can clearly identify theirstrengths and areas needingimprovement, and begin taking steps toplan for positive change.”

Whereas MAP requires a selfassessment followed by an outside peerevaluation, StEPS is completely self-administered. Museums must apply fora MAP grant. StEPS requires only thepayment of $250 ($150 for AASLHmembers) to purchase the 320-pageStEPS workbook. The workbook isdivided into these sections:1. Mission, Vision and Governance2. Audience

3. Interpretation4. Stewardship of Collections5. Stewardship of Historic Structures

and Landscapes6. Management

Each section of the workbookincludes:StandardsSelf-assessment questionsPerformance indicators (Basic, Good,

Better)Unacceptable practicesA fictional case study with questionsPrint and electronic resources

The speaker used the example ofStewardship of Collections. Thestandard for it would be: “The museumlegally, ethically and effectivelymanages, documents, cares for and usesthe collection.” The self-assessmentquestion would be: “Are there writtenprocedures for acquiring, borrowing,and lending collection items?”

The performance indicators wouldbe:

Basica. The institution uses a written donor

form for artifacts and archives itemsaccepted into its collections.

b. The institution uses a written loanagreement for each in-coming andout-going loan transaction thatinvolves collection items.

c. All loans are for a specified timeperiod.

Gooda. There are written procedures for

acquiring, borrowing, and lendingartifacts and archive items included inthe collections policy.

Bettera. The institution reviews and updates

its procedures on a regular basis.

ARM attendees visited the Bowie Railroad Station Museum. Located along theNortheast Corridor, it features the Pennsylvania Rail Road Bowie depot andtower, as well as a wood caboose. Scott Becker photo.

The Washington, DC Chapter NRHShosted meetings between ARM, TRAINand other organizations on their parlorcar Dover Harbor at Washington UnionStation.

b. The institution requires conditionreports for all in-coming and out-going loans.

Museums tend to be projectoriented, and that is how the StEPsworkbook is laid out. Project examplesare:Orientation manualsKey policiesJob descriptionsEmergency plansCleaning and maintenance plansCollections policyAcid-free storage suppliesEnvironmental monitoring equipmentExterior signageCollections care trainingInterpretive plansOutside financial auditing

Over 160 museums have signed upfor StEP, including four railroadmuseums:Laupahoehoe Train Museum,

Laupahoehoe, HIBrunswick Railroad Museum,

Brunswick, MDNevada Northern Railway Museum,

Ely, NVDepot Museum, Henderson, TX

As museums successfully completeeach section of the workbook, theyreceive certificates of completion thatare publicized on the AASLH website.

For more information, including arecorded webinar, go tohttp://www.aaslh.org/steps.htm.

WRITING EFFECTIVE GRANTS Most museums are not rolling in

money. If things are going well,admissions, member dues, gift shopsales and small donations coverongoing operating expenses, but notmuch more than that. When the bigcapital investment comes along—a newwing, a big exhibit, a major equipmentrestoration—other funding is needed.Museums switch into fund-raisingmode, and hope that grants will fillmost of the gap. Grants are the mosttantalizing yet elusive of fundingsources. Free money, yet hard to get.

Writing a good grant application isa sobering undertaking. Truthfullyanswering the standard questions askedby grantors requires you to reallyexamine whether your project is worthfunding. Try answering the followingquestions.Do you do something important? Can

you show the need? Can you showhow your impact is significant? It maybe important to you, but why wouldanyone else care about your project?

Is there competition? If ten othermuseums doing the same type ofproject, maybe it’s not worth funding.

Can you provide a detailed descriptionof your audience? Why this audience?

Are there other audiences you expect toserve in the future?

Do you do it well? Are you accreditedor qualified? Do you regularlyevaluate? Do you continue toimprove?

Do you make a difference? Can youdescribe your work in terms ofbenefits, not features? Can youexplain the difference you make?

Are you a smart investment? A safeone? Do you have your organizationalhouse in order? Do you have qualifiedstaff, board and consultants?

Do you follow best museums practices?Do you have plans and policies inplace? Do you have effective financialmanagement plans in place?

Are you a good partner? Do youmanage projects effectively? Can youshow you behave well in your owncommunity? Can you demonstratesuccessful partnerships?

Look at this for a moment from thefunder’s point of view. The applicationdeadline has passed. There’s a pile ofapplications in front of you,considerably more than you can fund.You have to divide them into winnersand losers. Further, you will probablychoose to only partially fund some ofthem. It’s no fun turning down needyorganizations who are doing good work.Nonetheless, the decisions must bemade, and often are made based ontechnical slipups. Here’s a list of waysto avoid having your grant rejected outof hand.Deadlines are not just suggestions, they

are real. Get your applicationdelivered in time or else.

Are you using the current applicationform? If not, that alone maydisqualify you.

2+2=5? Check your math, spelling,proofread, review. If we have to findyour mistakes, guess what we’ll thinkof you?

Don’t assume knowledge, explain likewe are a stranger.

Is your project actually eligible, or isthat wishful thinking on your part?

Less is more – would you want to readall this – times 70 other applications?

Good project, but bad photos doesn’thelp your cause.

Start Early, Start Early, Start Early! Toomany applications are prepared at thelast minute, and they look it.

REALITY CHECK: LONG- TERMSURVIVAL OF RAILROADMUSEUM COLLECTIONS

Presenter: Dave Shackelford ChiefCurator, B&O Railroad Museum

Can your museum support its entirerolling stock collection over the longrun? Few museums can answer yes tothat question. The B&O Museum hasmore resources than most, but we aretaking a hard look at what should stayand what should go.

It starts with the collections policy.

Are there pieces in your collection thatdon’t fit your mission? That’s the firstopportunity to downsize.

What are your objectives? Howwill you use the equipment?

Restoration ProjectsAt most museums, the pieces were

acquired at the end of their useful lives.They are worn at best and may be badlydeteriorated. Most need restoration,which takes time and is expensive. AtB&O we estimate a backlog of 25-30years and $20-30 million to completework on our class one objects. Anaverage steam engine cosmeticrestoration is $250,000.

Faced with a known backlog ofwork, you need to know your limits. AtB&O we have available• 1 master metal worker • 1 master carpenter • 1 mechanic/ engineer • 1 part-time track worker • 1 part-time restorationist • 5-10 volunteers

Our shop production isapproximately two pieces a year ofmore intensive restoration projects (4-6months to a year).

In addition to our collection ofdisplay pieces, we run a demonstrationrailway that includes:4 Operating steam engines 7 Passenger cars4 blue-carded operating diesels

Finally, we have an ongoingprogram of maintenance, weather-proofing and sealing cars locatedoutside.

DeaccessionWhen the collections policy is

applied, there will probably be somepieces that don’t fit into the museum’sfuture plans and have no chance atrestoration. Deaccessioning orscrapping are the only options left. Amuseum’s first priority should be tofind a home for the piece where it willreceive proper attention. With that endin mind, the B&O Museumdeaccessioned the following pieces inSeptember 2010. They can be viewed atwww.rpca.com/pdfs/bomuseumdecessionlist.pdf.B&O Baggage Car #463, MOW

#X4408 (ACF 1914)B&O bay window Caboose #C-1826

(built as a stock car by Haskell &Barker 1916, rebuilt as a caboose1941)

C&O Boxcar #84563, converted toMOW camp car #X576 (ACF 1923)

B&O steel Boxcar #278366, convertedto MOW #910530 (Baltimore Car &Foundry 1943)

B&O steel double door Boxcar#471244 (B&O Dubois Shops 1960)

B&O Troop sleeper/ Express car/MOW camp car #1748 (Pullman1943)

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B&O MOW weed burner #WB-23(Woolery Machine 1950)

B&O Crossover bridge car #XB-2(B&O 1957), built from old tenderframe and flatcar to serve as bridge toa loading dock.

Baltimore Gas & Electric Narrowgauge wood coal hopper #8 (unknownbuilder 1890)

Roofed flat Cars with seating (3)(Pennsylvania Railroad 1959-1963)

RecommendationsKnow your institution’s goals and

objectives Know your collection and how it fits

into achieving these goalsHave the system in place for making

critical collections decisionsFollow your policies! Implement a basic maintenance

programPrioritize your projectsFund raise or find grant funding for

specific restoration projects to helpoff-set costs: including staffing andproject hard costs

Consider partnerships and alternativewin-win solutions

Deaccession carefully!

EMERGENCY PREPAREDNESSPLANNING

Presenter: Eric Madison, National Capital Trolley Museum

Get ready, because bad thingshappen. At some point, the chances aregood that some sort of emergency willoccur at your museum or touristrailroad. Will you be ready to respondto it? Will you be able to minimize thedamage and cost? Will you be able torecover quickly and return to normaloperations? There are limits to what youcan control, but proper emergencyplanning can minimize the bad things.

Let’s take a routine serviceinterruption that falls far short of beinga disaster, but is still a disruption thathas the potential to require medicalattention. A streetcar or train is runningon your railroad and breaks down forsome reason. Immediate repairs aren’tpossible, so the train can’t move. Theweather is hot. It’s a long walk back tothe starting point, or maybe it’s too farto walk. There are passengers withmobility limitations who can’t even getoff the train. Radio communications areinconsistent. What do you do?

Now imagine something muchworse. The museum floods, or there is afire. The track washes out. The trainderails and overturns. The train hits acar at a grade crossing. A tornadoremoves the car house roof. Apassenger has a heart attack. Are youready for any of these?

You need an emergency plan, toprotect your visitors, staff, collectionsand facilities. Beyond that you need itto reduce the risk of litigation, and to

educate first responders.There are four phases to emergency

preparedness:PlanningResponseRecoveryRestoration

PLANNINGPlanning includes the documents

you probably already have that dictateoperational policies and procedures.The old saying that the railroad rulebook was written in blood is true. Somany of the rules were created inresponse to past accidents and injuries.The first step in emergencypreparedness is to review youroperating rules and procedures to see ifthey are adequate to preventemergencies if properly followed.

The next step is to make sure thoserules are not ignored. Even if all thenormal rules are in effect and enforced,more is needed to prepare foremergencies, an EmergencyPreparedness Manual.

Next comes hazard assessmentplanning. Hazards are assessed first interms of severity:1. Catastrophic2. Critical3. Marginal4. Negligible

Hazards are then rated byfrequency of occurrence:FrequentProbableOccasionalRemoteImprobable

From these measurements one canconstruct a Hazard Resolution Matrixthat combines severity with frequency.

Having identified potential hazardsand preventative measures, the next stepin the planning process is training. Youremployees and/or volunteers must be aswell versed in the potential hazards asyour management, because their actionsare the proof of the pudding. However,internal training alone is not enough.Bring in the first responders, the policeand fire fighters, so they know whatyou’re doing and are familiar with youroperations and physical plant.

The final essential component ofemergency planning is mediamanagement. Determine in advancewho is authorized to talk to the media.Controlling the media response canprevent wrong information from gettingout. It can reduce future claim exposureand it can reassure the public that anaccident wasn’t the result of neglect orshoddy management on your part.

INCIDENT RESPONSEIf an incident happens, it is usually

necessary to evacuate passengers andstaff. The planning process shoulddetermine how to do that, and what

backup systems are required. If there isa bus to be chartered, has thatarrangement been worked out inadvance? If a backup locomotive, trainor streetcar is needed, has it beendesignated and is it ready to go?

Once people are evacuated, whereshould they be taken? A place withshelter, water and power should bedesignated in advance.

Any incident response requiresgood communication. Radios should beworking and tested for receptioneverywhere along the line. Since radiosmay not always be available, staffcarrying cel phones should leave theirnumbers at the sign-in location.

RECOVERYOnce the immediate threat to life

and property has passed, the recoverystage begins. Damage must be assessedand an estimate made of the resourcesneeded to remove crippled equipmentand make repairs. There will be reportsto file with the insurance company andperhaps government agencies.

It must be determined when it willbe feasible to restore normal operations.This may require trial runs first.Depending on the severity of theincident, it may need to be explained toyour staff and the public, along withnotifications of service interruption andservice resumption.

RESTORATION OF SERVICEOnce service is restored, it’s time

to revisit the emergency plan to seewhat worked and what didn’t, and theplan should be modified accordingly.There should be an after-action reportthat documents the incident and theresponse to it. This should include anaccounting of the cost. It may beimportant to communicate some ofthese findings with the public, althoughthis should be done carefully to avoidadmitting to liability. To avoid furtherincidents, another round of training isprobably needed.

RESOURCESVolpe National Transportation

Systems Center. Critical IncidentManagement Guidelines. April 17, 1998

U.S. Department of Transportation:Research and Special ProgramsAdministration. The PublicTransportation System Security andEmergency Preparedness PlanningGuide. Washington, D.C. GovernmentPrinting Office. 2003

U.S. Department of Transportation:Research and Special ProgramsAdministration. Hazard AnalysisGuidelines For Transit Projects. John A.Volpe National Transportation SystemsCenter, Cambridge, MA 02142-1093.

Department of Defense. StandardPractice for System Safety. MIL-STD-882D, February 10, 2000.

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BEARINGTEMPERATURES

By Donald Curry, Seashore Trolley Museum

Inexpensive (under $100) infra-rednon-contact digital thermometers makeit so easy to take bearing temperaturesthat it is now our regular practice totake the temperatures of all truck(journal) and motor (armature and axle)bearings during operation. It’s not justthe temperature but the rise that’simportant. The temperature of somebearings doesn’t change at all andothers rise very rapidly, indicatingtrouble.

Examples:Wheeling curved-side streetcar

#639—On two test trips we ran the caras fast as possible non-stop to maximizeany problems. Starting temp was 75degrees. By the end of the run, tempsranged from 91 to 132 degrees, with theleft-hand journal on axle number 4being the highest. Bluing was used toindicate high spots in the Babbitt, thebearing contour was corrected, and onthe next test run the temperature risewas only minor.

Connecticut open car #303—Ontwo different days, two different testjournals on axle number 3 rose 8 and 21

degrees above the lowest temperatures.A check of one bearing indicated theBabbitt metal was beginning todisintegrate. The motor armaturebearings had a 15-degree spread fromcoolest to warmest with the latter beingonly 99 degrees, nothing to beconcerned about.

Dallas streetcar #434—Journaltemperatures ranged from 85 to 108degrees. Some pieces of babbitt hadbeen found in some journal boxes so wedecided to examine the bearingcondition of each, something we hadn’tdone except in truck overhauls. Wefound in three of the eight that theBabbitt was either detached(unsoldered) from the shell or hadsqueezed out around the axle. We didfind in all eight that the bearings hadworn longitudinally between 3/8 andhalf and inch. Specifications call for1/16 inch space between the bearing andthe ends of the journal. This means theaxles can wander from side to side,exaggerating any mis-alignment of thetrails. So we have pulled the car fromservice and plan to re-babbitt all thejournal bearings.

One caution when using thethermometer. Internal heat can takeawhile to be readable at the surface. Wehad just installed two overhauledtraction motors in our Chicago streetcar#225 and wanted to make sure the

motor axle bearingsweren't too tight.As we got furtherout the line wenoticed squeals of ahot bearingalthough thetemperature wemeasured with theheat gun didn'tindicate asignificant rise. Wequickly got the carback on the pit andactually put ourhand on the bearinghousings inquestion. Now wecould feel the heat--175 degrees andclimbing. Theproblem was thesemotors were of theheavy over-builtstyle and it tooktime for the heat towork its way downthe heavy axle orthrough the massivemotor axle bearingcap.

The biggestlesson learned wasnever mix up motorbearings and/ortheir halves.

Number them and the relevant parts ofthe motor so things go back fromwhence they came.

HERITAGE RAILNEWS

Alco-Brooks Railroad DisplayDunkirk, NY

Baltimore & Ohio 0-6-0 #1190(Alco Brooks 1904) has been acquiredfrom the Mad River & NKP Museum inBellevue, Ohio, where it had beendisplayed since 1979. The engine joinsBoston & Maine 0-6-0 #444 (AlcoBrooks 1916) and vintage freight carson display at the Chautauqua CountyFairgrounds in Dunkirk.

Colorado Railroad Museum Golden, CO

A summary of 2010accomplishments:Another year of record attendance The Rio Grande Southern wood

business car Rico restoration wasoperationally completed.

The CB&Q caboose was completed,remodeled as an event venuecomplete with appropriate interior,forced air heat and historically properexterior.

Much progress was made on the kitchencar project. The car now has trussrods, rebuilt trucks, couplers and draftgear, as well as a new roof andcupola.

Castings for building 2 sets ofpassenger car trucks were completed.

Cosmetic restoration of two of theexhibit speeders (motorcars) wascompleted.

Union Pacific steam locomotive 0-6-0No.4455 received paint, lettering anddetails. Bids were prepared for theinstallation of a new boiler jacket, andmaterial purchased to begin thereconstruction of the cab windowsand doors.

The UP coach received lettering, andthe restoration of the interior windowblinds is ongoing.

Began cosmetic restoration of narrowgauge 2-8-0 locomotive No.318.

There were many small repair,maintenance and restoration projects,such as repainting the exterior andrefinishing the interior of the TahoeCar; repairs and paint (again) oncoaches No.280 and No.284; repairsand paint on RPO No. 60; applicationof linseed oil on several gondolas inpreparation for painting; repairs andpaint on the excursion cars prior to theThomas event; maintenance andoperation of No. 346; maintenanceand operation of Shay No.12;repainting, maintenance and operationof 2-8-0 No.40.

New Railfriends e-newsletter to informMuseum Volunteers.

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30+ new volunteers have become activesince the beginning of 2010

Completed American Association ofMuseums Museum AssessmentProgram (MAP) including site visit inorder to identify collectionmanagement strengths andweaknesses.

Two new books published: Annual No.30 - Age of the Decapods, and DenverStreet Railways Vol. III.

Connecticut Trolley Museum East Windsor, CT

The museum has acquired aBangor & Aroostook side-door woodcaboose. It was formerly part of theMansfield Depot Restaurant inMansfield, CT.

Cumbres & Toltec Scenic RailroadChama, CO

Colorado Governor Bill Ritter has

allocated $95,000 to repair the fire-damaged Lobato Trestle. With thisallocation, there appears to be sufficientmoney to complete the repairs.

Erie Lackawanna Dining CarPreservation Society, Scranton, PA

The society has acquiredLackawanna dining car #469 (Budd1949). The car was built for the PhoebeSnow streamliner. Subsequent ownerswere the James Strates Show in 1970,Butterworth Tours in 1975, Morrison-Knudson in 1978, MemphisTransportation Museum in the 1980sand the Tennessean Dinner Train in2007. The car is operational and in goodcondition.

The society has also acquired threeComet I commuter coaches (Pullman-Standard 1971) from New JerseyTransit.

Exporail, St. Constant, QUDuring 2010, Exporail carried out a

$1.3 million capital improvementproject called Plan B. Hays Station hasreceived all new windows and doors,new floors, is fully climate controlled totoday’s archival standards and has beenbrought up to code. The second floorhas been made into exhibition spacepermitting the installation of theWellington Tower train control panelsand the display of more artifacts for

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Exporail in St. Constant, Quebec, has acquired this model Canadian NationalGP9 for its miniature railroad. Exporail photo.

public viewing. A new large viewingwindow has been installed on thesecond floor giving visitors a view ofthe turntable and yards.

Building 5 has received new doorsand a resealed aluminum roof.Additional lighting has been installedalong with new stairways andinterpretive signs for each piece ofequipment on display. There are newstation gardens in front of the AngusPavilion, Hays Station and DelsonStation.

Maritime Railway 4-6-0 #5(Pittsburgh 1896) has been cosmeticallyrestored and is on display inside theAngus pavilion.

Exporail has taken delivery of amodel Canadian National GP9locomotive for use on its outdoorminiature railway.

Folsom, El Dorado & SacramentoHistorical Railroad, Folsom, CA

The Pacific LocomotiveAssociation has donated a Burro CraneModel 30 (Cullen-Friestedt 1944). Thetrack-mounted crane can lift 15,000poounds and is operational.

Fort Steele Steam Railway Fort Steele, BC

Two pieces of British history arereturning home from Canada. Therailway has sold Highland Railway 0-4-4-T #397 Dunrobin (Sharp-Stewart1895) and Highland Railway 4-wheelcoach #58A (Highland 1909) to theBeamish Museum in the UK. Theengine was built for the Duke ofSutherland, a Highland Railwaydirector, to haul his private train.Famous figures rode its footplate,including King Edward VII, KingGeorge V, King George VI, KingAlfonso of Spain, Kaiser Wilhelm IIand Winston Churchill. It was kept in a

shed at his Dunrobin Castle, along with#58A. Fort Steele is also sendingdouble truck British Railways coach#E3733 (BR Derby Works 1954) to theScottish Railway Museum.

Fort Wayne Railroad HistoricalSociety, Fort Wayne, IN

Norfolk Southern has donatedformer Nickel Plate SD9 locomotive#358 (EMD 1957). It was retired in2007 as NS #57 and is currently notoperational.

Fraser Valley Heritage Rail SocietySurrey, BC

The Surrey city council hasapproved plans to relocate the Society’scar barn to a new home in Cloverdale, afew miles east of the existing site. Therestoration of British Columbia Electricinterurban #1225 is expected to becompleted in 2011. The new three-car

barn would be twice the size of thepresent barn and would be connected tothe Southern Railway of BritishColumbia (the former BC Electric) by anew rail spur. The city will front the$2.9 million to buy the land and buildthe new car barn and related facilities.The current site will revert to city parkland.

Friends of the East Broad TopHere’s an edited recap of the

Friends 2010 activities, reprinted fromits newsletter. “In Rockhill Furnace,FEBT volunteers working on the boilerhouse removed-from below-the damagedrafters and roof from three sides of theboiler house roof. The supportingframework for the ventilation cupola wasrepaired, too, as new rafters, subroofingand metal roofing were installed. Thelast roof panel will be replaced in 2011.

The FEBT volunteers repairing theexterior walls and windows of the mainshop complex ran into unexpecteddifficulties this year when they startedwork on the southern portion of the westwall of the locomotive shop. Severedeterioration to the sills and postssupporting this section of wall requiredimmediate reinforcement. These repairsrestore structural integrity to this portionof the building. Repairs to the windowsin this section of the main shopcontinued in 2010, despite the need toundertake the unanticipated structuralrepairs. Work on the south end of thebuilding will continue next year (2011).Meanwhile, work at the locomotivecoaling tipple at the south end of theRockhill Furnace yard advanced withinstallation of a new metal roof over theconcrete coal bin.

FEBT volunteers began restorationof EBT steel boxcar #174, focusing onreplacing the car’s wood frame roofingand subroofing.”

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The Friends of the Cumbres & Toltec have completed the multi-year restorationof Rio Grande narrow gauge caboose #0503. Friends of the C&TS photo.

The Fort Smith Trolley Museum owns Frisco 2-8-2 #4003 (Alco 1919), which itdecorated with lights for the holidays. Fort Smith Trolley Museum photo.

Friends of the 261This detailed update on Milwaukee

Road 4-8-4 #261 is reprinted withpermission from Northern Lines, theFriends’ newsletter.

“Boiler work on Milwaukee Road4-8-4 No. 261 is progressing with a goalof having the work completed by theend of 2010. Steve Sandberg, chiefoperating officer of the Friends of the261 and North Star Rail, said that“significant progress” has been made inthe rebuild work that will result in 261operating again.

Boiler work on the 261 is relativelystraightforward – it simply takes hardwork and long hours to get the jobdone. The locomotive has a modernboiler, which as steam locomotives gohas seen relatively little service – theboiler was in use from 1944 to 1954 andin excursion service from 1993 to 2008.Advances in boiler technology by the1940s give 261 a huge advantage overother restored steam engines.Comparing, for example, Soo 4-6-2 No.2719 in Duluth, built in 1923, and 261,built in 1944, the technology of theboilers is completely different, eventhough both engines were built by Alco.

Sandberg said the ultrasoundinspection of the boiler shell iscomplete and the boiler looks good – inall areas the boilerplates are thicker thanthe original specifications. This is dueto the fact that in the 1940s, when theboiler was manufactured, boilermanufacturers erred on the side ofrolling the steel a bit thicker thanspecifications called for. For example, abuilder’s spec may have called for a one1-inch thick boiler plate, but themanufacturer would roll the plateslightly larger, maybe 1.15 inches. Ifthe manufacturer had rolled the steelthinner than one inch, it would have tobe scrapped and the work would have tobe done over, so steel makers alwaysrolled steam locomotive boilers slightlythicker than what was called for – andthat’s what was found on 261.

One of the big jobs on the boiler isthe flexible staybolts, which hold thefirebox in place in the boiler as it issurrounded by water. There are threeparts to the flexible staybolt inspectionprocess. There are the bolts themselves,which are screwed into the firebox.These flexible staybolts allow thefirebox to expand and contract as thetemperature rises and falls. The bolthead rests in a staybolt sleeve, which ison the exterior of the firebox. On top ofthe sleeve is a staybolt cap that preventssteam from escaping the water portionaround the firebox. All 3,000 flexiblestaybolt caps were removed, inspectedand replaced as needed. Crews alsoreplaced 50 to 60 flexible stayboltsleeves on the boiler that had rusted orwere damaged, but only two of the

actual staybolts were found to havebroken and needed replacement. Alsoreplaced were about 30 wasted boilerstuds. The studs are used to holdappliances such as the dynamo in placeon the outer boiler shell. The boiler

itself has been sandblasted and a specialepoxy paint that can withstand hightemperatures was applied to both theinterior and exterior of the boiler. Theprocess of reinstalling appliances andother items on the boiler exterior has

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The Museum of Transportation in St. Louis has restored Missouri Pacificobservation car #750 (ACF 1940) inside and out. MOT photo.

already begun.According to Steve Sandberg, in

the days of steam wheels had to beturned or “trued” about every 100,000miles. Why? One factor is the simplewear of the wheels on the rail. Anotheris wheel wear caused by the tremendousthrust coming from the piston and mainrod to the wheels. Over time, this greatforce causes the driving wheels to wearunevenly, and instead of being round,they become “egg shaped.” Once thewheels are out of round, the wearcompounds and accelerates. Sandberglikened it to have the wheels on yourautomobile out of balance. The tireswear unevenly, and the damage spreadsto the automobile’s brakes, alignment,etc. Eventually the machine, be it a caror a steam locomotive, can tear itselfapart unless the wear is stopped. In thecase of the 261, as nearly as can bedetermined the wheels were last turnedin 1952. The engine then ran into 1954when it was retired. Approximately30,000 to 35,000 miles have been puton 261 since the last rebuilding in 1993,so it is estimated the locomotive wasclose to the 100,000-mile mark on itsdriving wheels when it last operated in2008.

Using a special measuring devicecalled a Pi Tape, the restoration crewhas measured each of the drivingwheels circumference and diameter, andwas able to determine that the maindriver is roughly 1/8 of an inch smallerthan the other drivers. To get the wheelsback into round, they have been shippedto a local machine shop near theMinneapolis Junction Shop. Because alocal shop has been found for thishighly technical work, it will saveapproximately $10,000 to $20,000 thatwould have been paid to ship thewheels by truck to a shop outsideMinnesota. The last week of Octobersaw the first of 261’s driving wheelsdelivered for turning the tires. That

work is expected to take at least untilspring 2011.”

Great Smoky Mountains RailroadBryson City, NC

The railroad has acquired aSwedish 4-6-0 built in 1913, ninecoaches and a Budd RDC-1 from theBelfast and Moosehead Lake RailroadPreservation Society in Unity, Maine.

Greenville (South Carolina) Chapter NRHS

The chapter has opened the HubCity Railroad Museum in the 1905Spartanburg, SC Southern depot. Themuseum occupies the former baggageroom. Amtrak still uses the waitingroom and the Spartanburg Conventionand Visitors Bureau is also a buildingtenant.

Halton County Radial RailwayMilton, ON

September 11, 2010 saw the grandopening of the Sir Adam Beck Centre,otherwise known as Carbarn 4. Inanticipation of the event, museumvolunteers engaged in a major sitecleanup that netted 180,000 pounds ofsteel and other metal, worth over$50,000.

The rehab of Canadian Pacificcaboose #437123 is complete. The caris being chartered for private parties andother premium fare service.

Illinois Railway Museum, Union, ILChicago Burlington & Quincy

California Zephyr dome car Silver Pony(Budd 1948) has arrived at the museum.

Monticello Railway MuseumMonticello, IL

The museum has acquiredWabasha lightweight coach #1420 fromthe Roanoke Chapter NRHS. The carwas built for the Boston & Maine andwas later sold to the Wabash.

Museum of Transportation St. Louis, MO

The museum expects to beginconstruction on a new visitors’ center inMarch 2011. The building will featureexhibition, programming, retail, anddining facilities in approximately11,000 square feet of space. Opening isanticipated around January 1, 2012.

Grading is being finished for anextension of the streetcar loop that willserve a station located on the secondfloor mezzanine level of the Earl C.Lindburg Automobile Center. St. LouisCounty Department of Parks andRecreation grading crew, museumvolunteers and staff will construct theextension.

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RReellaayy TTiieess aanndd RRaaiill

Saved from a post-retirement fate as a Chinese restaurant, Canadian Pacificoffice car Alberta has been restored and is now displayed in the West CoastRailway Association’s new roundhouse in Squamish, BC. WCRA photo.

New York Museum ofTransportation, West Henrietta, NY

Recently the museum lost its watersupply and had to drill a well to bringwater to its restrooms. Under federallaw, this made them a “public watersupplier”, triggering additionalrequirements, including installation of achlorination system and water testingon all days they are open to the public.Chlorination involves a chlorinesolution tank, an injection pump that isactuated automatically when the wellpump runs, and two 120-gallonretention tanks to provide dwell time forthe chlorine to work before it arrives atthe sinks. The building housing thesystem much be heated to avoid winterfreezing. The daily water tests must berecorded and submitted monthly to thecounty health department.

Niagara Railway MuseumFort Erie, ON

The museum has moved into theformer Canadian National diesel shopin Fort Erie, ON. Two tracks have beeninstalled in the building, along with asmall amount outside. There isn’t a railconnection yet. The building had beenvacant for years and was vandalized.The group is working to secure thebuilding. Three pieces of rolling stockhave been trucked to the site and movedindoors.

Orange Empire Railway MuseumPerris, CA

The Ward Kimball photo collectionhas been donated to the museum. Itincludes about 1500 black and whiteprints and 500 negatives, some of whichdate to the Civil War.

Penn DOT grantsThe Pennsylvania Department of

Transportation (PennDOT) providesannual freight rail grants. In 2010 theydistributed $32.5 million to help fund38 freight-rail projects in 28 counties.The funding comes from state capitalbond dollars approved in the generalfund budget. This year two of theawards will have the byproduct ofhelping tourist railways. Grant awardsinclude $1 million to the Strasburg RailRoad to construct and rehabilitate track,and rehab a rail bridge. The Wellsboro& Corning Railway, which runs theTioga Central tourist trains on its line,will receive $700,000 to reconstructtrack and turnouts, install ties andsurface track.

Railroad Museum of Long IslandRiverhead, NY

The museum has acquired the LongIsland Rail Road’s GP-38-2 locomotivesimulator. GP-38s have been retiredfrom the roster, so the simulator issurplus. The railroad retains simulatorsfor its DE30 and MP-15 locomotives, as

well as its M-7 MU cars..

Railroad Museum of New EnglandThomaston, CT

The Connecticut Department ofTransportation has donated F7ms #6690and 6692. The locomotives were builtby EMD for the Southern Pacific, andwent to the Wellsville, Addison andGaleton upon their initial retirement.The Port Authority of AlleghenyCounty rebuilt them for Pittsburghcommuter service, and eventually soldthem to CDoT, which painted them inthe New Haven “McGinnis” colors.They have been stored unserviceablesince 2001.

Railroad Museum of VirginiaPortsmouth, VA

This new museum is anticipated toopen by summer 2011. It features aNorfolk & Western 4-8-0 that was oneof the “lost engines” that spent decadesin a Roanoke scrap yard. The enginehas been cosmetically restored. Also ondisplay are two Norfolk & Western mailcars, a Wabash dining car and a NorfolkSouthern caboose.

Smiths Falls Railway MuseumSmiths Falls, ON

The museum has acquiredCanadian National snowplow #55400(National Steel Car 1935).

Steam Railroad Institute Owosso, MI

The Institute now owns the land itsits on outright, following a final

payment of $46,232 on the $300,000land contract for seven acres.

Pere Marquette 2-8-4 #1225 needsits federally required 15-year rebuild,which will cost $600,000. A federalgrant has been secured to cover$347,000, on the condition that SRIcontributes $280,000 in matching funds.To date, $120,000 in matching fundshas been raised.

Southeastern Railway MuseumDuluth, GA

The museum has hired aneducation coordinator, who hasimplemented a series of children’sprograms aimed at public and privateschools, preschools, home schoolgroups, moms groups, and scout groups.All include a hands-on experience withartifacts, and most include a train rideand program-specific tour. Allprograms are $7 per student. For furtherinformation, contact Beth Kovach, ateducation@southeasternrailwaymuseum.org.

West Coast Railway AssociationSquamish, BC

The restoration of Canadian Pacificbusiness car Alberta (CP Angus Shops1929) is complete and the car wasdedicated on January 11. The car wasretired in the 1960s and became arestaurant in Vancouver. It was stillmounted on its trucks, but had a hole inone side plus the installation of akitchen that had to be removed.

The association has raised $1.1million in 2010.

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TOURIST RAILWAY)By Becky Morgan

Reprinted from RyPN.orgInterchange

In the excellent thread aboutminorities, I mentioned other factorsthat made me decide whether or not totake our young son to anattraction/museum/event. Here's my list.Not all of this was conscious; womentend to judge without explaining why,but if you ask, we can quantify whatwe're looking for:

1. Is the area safe? Men sometimesunderestimate this. I know there are alot of great trains around StocktonTower. My going there alone, however,especially with a small child in tow,would have been begging for trouble ofsome kind. Safety from assault or othercrime may not be the first thought in mymind, but it 's always there in anunfamiliar area, much more so than it isto most men. This is doubly true with achild in tow. If I'm in an area wherewomen and children are on the street, Iknow it’s probably relatively safe. If I'mthe only woman in sight, it may not be.If there are no older men around, and allof the men who are out are teenagers orcollege aged, it most likely isn't.

2. The cleaner the facility, the more

attractive it will be to families. Itdoesn't have to be as spotless asDisneyland, and if you ask me sootdoesn't count as dirt and coal smoke isperfume. Are eating areas clean enoughto make you use them? The vendingmachine may have picked up aninteresting patina of diesel fuel on theoutside, but is the stuff insidereasonably fresh, like acquired after BillClinton's presidency? Would a snackbar pass a surprise health inspection bya not too picky inspector?

3. Bathrooms are of little concernto male railfans. Anatomical necessitymakes it a tad more important towomen. Families have even moretrouble in this vein. Real bathrooms,rather than porta-johns, are best.CLEAN real bathrooms are even better.Now mind, the paint can be old and thefloors bare concrete; nobody's askingfor flowers on the sinks and fancywallpaper, but is there running water,are there paper towels, are the stallfloors free of needles, used...uh, stuff,and other things that would beconsidered unhealthy?

4. Is there any way for people whouse wheelchairs, crutches and canes toget around? It isn't always possible, andmost of us who use mobility aidsunderstand that, but it's a nice touch ifyou can manage. We saw a man aboutto ask for a refund on tickets he'dbought way ahead at a event once. Afamily member in a wheelchair hadcome along unexpectedly, and theydidn't want to leave her out. He wasabsolutely thrilled to find they had awheelchair lift. Back in my cane-usingdays I was about to climb a good-sizedflight of stairs when an alert stafferpolitely asked me if I'd like to use theelevator since he was taking some stuffup. Yes, thank you! Most of us don'tlike to cause a fuss, but if you offerhelp, by golly we'll take it--and itspeeds things up for fully able peoplebehind us.

5. If someone on your staff isespecially good with kids, it's good tohave them in the jobs, and on the shifts,where you expect contact with children.Not everyone is socially adept, and Idon't think we should all have to be, but

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if you have a choice, don't put theantisocial guy at the front desk or thewoman who can't stand old people incharge of escorting the senior bus tour.Forget political correctness; that'scommon sense.

RAILWAY HERITAGEPLANNING CALENDAR

Compiled by the NRHS

March 11, 2011: NRHS and Railfan &Railroad Magazine Pizza PartyLocation: Stockton, CAEvent Type: Pizza & ShowFor more information contact JeffSmith at bulletin@nrhs.com or SteveBarry: steveb@railfan.comEvent Status is planned.

March 12, 2011: Winterrail 2011Location: Stockton, CAEvent Type: MeetingFor more information:www.winterail.comEvent status is firm.

March 12, 2011: Winchester Chapter,NRHS - Annual BanquetEvent Type: BanquetEvent status is planned.

March 25 - 26, 2011: Joint SpringMeeting of the Association of RailwayMuseums (ARM) & the Tourist

Railway Association (TRAIN)Location: French Lick, INEvent Type: MeetingThere will be separate ARM andTRAIN Board Meetings, as well ascombined meetings to discuss futurecooperation between the twoorganizations.Event status is firm.

March 27, 2011: 2nd Annual John H.White Junior Conference on RailwayHeritageLocation: French Lick, INEvent Type: MeetingHosted by the Indiana Railway MuseumEvent status is firm.

April 2, 2011: Cotton Belt RailHistorical Society Railroadiana Show &Sale at the Arkansas Railroad MuseumLocation: Pine Bluff, AREvent Type: Show and SaleFor more information contact: ElizabethGaines (870) 535-8819; website:www.arrailroadmuseum.comFor information via email, contactarkrrmus@yahoo.com - please enter"Train Show 2011" in the email subjectline.Event Status is firm.

April 3, 2011: White Water ValleyRailroad - All Caboose ExcursionLocation: Connersville, INEvent Type: Caboose Excursion -Seven cabooses, total seating 63

passengers. Photo stops included.Departs 9:00am, returns by 5:30pmCost: $29. No one under age 16permitted.Meal at Laurel Inn (NOT Included inprice)Event Status is firm.

April 15 - 17, 2011: NRHS SpringConferenceLocation: Champaign/Urbana, ILEvent Type: MeetingEvent Status is firm.

April 15 - 17, 2011: Center for RailroadPhotography & Art 2011 AnnualConferenceLocation: TBDEvent Type: ConferenceEvent Status is planned.

April 16, 2011: Chicago and EasternIllinois Historical SocietyLocation: Danville, IL - Danville AreaCommunity CollegeEvent Type: Spring Meeting 2011For more information, visit:www.ceihs.orgDate is firm; planning still in progress

May 12 - 14, 2011: PennsylvaniaRailroad Technical & Historical SocietyAnnual MeetingLocation: Columbus, OHEvent Type: Annual MeetingContact information: www.prrths.com

Event Status is firm.

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