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Josh,

This may seem like a stupid question, but how do YOU think you could safely operate equipment at the museum. Once you get past the basics of keeping visitors informed of the operations and how you would prefer they not get run over, a massive amount of variable comes into play dependent on the equipment, track layout, and number of personnel available. Personally I prefer operations that are clearly safety conscious, but they don't do it in a particularly obvious or overbearing way. People are there to enjoy themselves, not get a huge lecture on the dangers of ballast scrapes.

Do make sure you have some form of insurance though first!

Taylor

Based on my tenure in the Minnesota Transportation Museum from 1997 to 2001, I'd say the best bets for you operations-wise is to empathize safety first, last, and always to museum volunteers who run your equipment. It was a rule obeyed %100 by streetcar operators on MTM's Como-Harriet streetcar line in Minneapolis, MN (and continues to be observed by volunteers of the MTM spinoff Minnesota Streetcar Museum.) The general public? Well, just be aware that most are out for an enjoyable train ride but that a few might be a pest about things so be polite but alert for the latter.

At our museum we've recently progressed to the ride stage at our museum. So I can see it from both sides.

Primary get insurance that covers giving rides to the general public, not just to operate your equipment.

From what you have written in your original post it sounds like your crews have little to no experience with the equipment, if I am wrong, please disregard some of the following. I would suggest for at least 1 year along with training your crews on safety and operations, limit yourself to demonstrations only and unannounced quiet day rides closer to the end of the first year. Get your crews used to how the equipment responds (mainly how long it takes for the brakes to activate and stop and how touchy the throttles are, so as to give the customers a smooth ride) and get them used to operating around correctly and safely.

When you get a locomotive involved the complexity multiplies, and it gets even worse when you add a car. After all air brakes don't set up as quickly on a car as the locomotive which is still many times slower than a speeder's braking. Also keep in mind the passengers don't like quick starts and quick stops, so you crew will need to learn how to take off gently and to stop gently.

Since you are talking about using speeders for rides, the 1 year of demos is extra important as you will be giving cab rides (unless you are planning on using a trailer with seating) and the general public will tend to ask questions when you need to concentrate the most, so unless the operators are really familiar with operating their equipment it can be easy to loose track of where they are and what they are trying to do. Then add in the fact you also have to worry about the general public in the area you are traveling (idiots mixed in with the general public will bolt out in front of you at the last moment thinking you can stop on a dime or on a hair). Basically if anyone is within 15 feet of the rail be prepared to stop if not already lightly charging the brakes. In other words the distractions compound quickly, and unless the operator can work the equipment almost on autopilot, stuff can happen (hopefully it never does).

Here's hoping you and your museum have a safe & productive future,
Rich C.

Don't reinvent e wheel. Dont try to wing ding this training and certification program together yourselves.

First, understand your FRA status. Read the FRA tourist railroad guidelines.
Does your train use the same rails as revenue freight or commuter trains? If so you are in the general system of transportation. Stop.
Does your train cross at grade, or over-cross, or come within 30 feet of (ignoring underrossings), a public road, railroad or commercially navigable waterway? Then you are Not Insular But Not In The General System, or "FRA Lite". stop.
Otherwise you are Insular.

Then visit at least three railroad museums in the same category as you. Listen to the advice that is most sensible. East Ely may act like they are in the general system, as they could yet be. Heber may act like they are because they used to be.

Huge numbers of people have this area of law wrong. They think they know, but are actually "blind men and the elephant" and know only what applies to them. Many do not even know there are three categories. Some of these folks are local FRA men who will contradict Washington.

In the areas where you are "exempt" ... Not quite. They want to see that you have a practice in place. They care not what it is, only that it exists and is not obviously reckless.

The fact that you asked this question in the first place shows that you're on the right track, so to speak.

Far too many in this business have made assumptions, invented their own rules and operating practices (if they even have such things), and may well be creating a ticking time bomb for themselves and others. I'm sure these types are a tiny minority, but even one example is too many. Taking care to do "due diligence" is a good thing!

You've received some good excellent advice so far.

Since I'm in Canada and our federal rules vary from US practise in some respects, I won't try to be specific. However, I would suggest that you base everything you do on the commonly accepted rules and operating practises followed by the big roads in your area.

You will find huge sections of their rolebooks that won't apply to your line. For example, you're unlikely to need anything written for operations above a certain speed. Unless you have an operating signal system, there's another huge section that you can ignore. Multiple train operation is another issue. I recommend that you plan ahead so you'll be ready for the day when two movements may be running at the same time. Are you entirely in yard limits? Do you even have your yard limits in writing?

I recommend that your rulebook follows the exact wording used on the current rulebooks of the big roads. In Canada, this may be easier than in the US, as our railways have used a common federal rulebook for decades (UCOR, then CROR).

A good rule of thumb is that a qualified, working railroader from a Class 1 should be able to step in to your operation and be right at home. He should be required to pass the same tests as everybody else, but nothing should feel strange or uncomfortable to him.

Maintain good records of training and testing, and ensure your trainers have relevant railroad experience- pay somebody if you have to, as you get started. Maintain the paper trail so you can prove your trainer has a clue!

The point behind this is that regulators, insurers, and- heaven forbid- police, accident investigators, lawyers, and judges- will clearly see that your operation follows the same procedures as the big guys. This could save major problems if anybody should get hurt!

Pay particular attention in your training to the ridiculous things the public can and often
does. They let little kids run wild as if our museums are public playgrounds. I can't imagine having an accident involving a small child, no matter how careful the crew was. Something like that, even if your operation was blameless, would haunt your crews for the rest of their lives.

I won't touch on regulatory requirements as I'm not in the US and our operation would qualify as insular, not in the general system, and we do not currently cross public highways.

Do maintain equipment inspection and maintenance records, even if you're only running handcars or motorcars on private land. The extent of these records and reporting requirements will escalate quickly, depending on the type of operation you plan. At the most basic level, they will allow you to prove to your insurance company that you are being proactive about safety.

Hand signals are a big issue. Here in Canada, they're highly standardized, but I understand they can be railroad- specific or even regional in the States. Avoid quirky, local standards if possible!

Good luck, and I hope this will help as you start your own operation.

Steve Hunter

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Having been involved at Heber Valley (not since Nov 2007) I know that 'speeder' rides were only available to the general public during the DOWT event over the Memorial Day weekend. They had a smaller two-man track inspection speeder (MT-19?) and a larger track crew (A-4?) speeder (both enclosed) that they would use on the couple of hundred yards of siding in front of the depot. Speeder operators were individuals that were very familiar with operation of the speeders in that they were the operators during the season when the speeders were used for 'fire patrol' behind the steam engines when they were used.

Does Ogden still have the 'racing handcar' that Heber borrowed for DOWT for several years? If you have any intent on offering rides on it you may want to take a look at the waiver form that Tuka Gafari has posted on his website

http://www.handcar.net/release.html

together with his page on "Handcar Safety"

sc 'doc' lewis

PS: I know that a signed waiver does not eliminate your risk of liability, but it does serve to notify the general public that this is machinery that is to be respected and one can get hurt.