From this morning's Baltimore Sun. Photo by Doug Kapustin.

The first loco still inside on the left is the CNJ Cammelback; the first loco covered with debris is the Mower Lumber Shay #1. I am not positive, but I believe the first unaffected train on the right is the Lafayette and the Imlay coaches; immediately inside the rubble, if it had not been moved since last Friday when I was inside last, would be St. Elizabeth's #4. Most of the other equipment affected is as listed in a post farther below.

Most of the Pangborn models were displayed just inside the brick wall closest to the photographer.

This photo is clearer and easier to identify in the morning paper.

Please, everyone, donate to the fund. Link below.

B&O Roundhouse Restoration Fund

SZuidervee@aol.com

One observation I'd like to make is how fortunate this situation is in that the end walls weren't pulled over in the process of the collapse. Falling brick can rip a lot of things to shreds.

God Bless,
Gerald W. Kopiasz

> From this morning's Baltimore Sun. Photo by
> Doug Kapustin.

> The first loco still inside on the left is
> the CNJ Cammelback; the first loco covered
> with debris is the Mower Lumber Shay #1. I
> am not positive, but I believe the first
> unaffected train on the right is the
> Lafayette and the Imlay coaches; immediately
> inside the rubble, if it had not been moved
> since last Friday when I was inside last,
> would be St. Elizabeth's #4. Most of the
> other equipment affected is as listed in a
> post farther below.

> Most of the Pangborn models were displayed
> just inside the brick wall closest to the
> photographer.

> This photo is clearer and easier to identify
> in the morning paper.

> Please, everyone, donate to the fund. Link
> below.


hrrhs@aol.com

> One observation I'd like to make is how
> fortunate this situation is in that the end
> walls weren't pulled over in the process of
> the collapse. Falling brick can rip a lot of
> things to shreds.

> God Bless,
> Gerald W. Kopiasz
I don't know but maybe should the museum just tear dowm what is left of the roof,,and just start over......What is damged cannot be replaced,,such it's historeed valve,,,yes we can made a reproduction of once was,,,once it is gone it is now lost forever,,,,,the real things,dealing with the museum,,yes we can hash this out ,,,no If the museum does deside to made a reproduction of what got detroryed no it is not the same thing ,,,it is a reproduction,,and it's not the same,,,well I am probly wrong of what I am saying,,,What happem did happem,,no one could have stopped,,it,,act of GOD,,,,,,,,,but I am sure that the museum will carry on,,no things are going to be different,wheather it be the next snow storm,,,or next year,,,the museum will still go on,,,,Yes this is a setback,,,let's just hope,,that it dose not happem again........Pat

cprh1b@attbi.com

Preservation sometimes entails the replacement of original componants for the safety or security of the artifact, particularly with structures or bridges. Nearly every medievel bridge in Europe has been rebuilt in one century or another. Closer to my home, a 1913 concrete bridge across the Arroyo Seco recently was rebuilt with new concrete where damage indicated potential failures. The point is that sometimes the original intent of a construction, as much as its materials, is what is preserved.

Historic preservation today allows a balance between purely original elements and the safety of the structure, allowing historic structures, bridges and ships such as "Constellation" ongoing lives.

Large artifacts are not always able to be preserved with the same fidelity as say, painted Baltimore furniture of the 1820s, kept indoors and safe from damage. They are more often exposed to weather, traffic and daily use, and preservation must provide allowance for this.

A new roof or stuructral reenforcement for the Mt. Claire Roundhouse would not take away its historic nature or the value of its preservation - if anything, it would continue its intended purpose which was to shelter railway equipment. In its current state an event like the snowfall clearly prevents this.

In regard to the locomotives, nearly all the engines in the collection, at least the older ones, have been reboilered and given new tenders in the 1920s, along with new stacks and other details. What remains of the engines' revenue service life is largely confined to running gear and domes or bell stands, and much of this has been replaced historicaly in the course of rebuilding and routine maintenance.

The Mason engine has only the frame, wheels and bell stand remaining from the original Mason engine, while cylinders, domes and cab are in-service replacements of the 1870s or 80s. Its historic in service componants largely largely reflect an older engine rebuilt into contemporary (1880) use, while its post 1927 service is as an romantic exhibition representitive of the 1850s and 60s.

In fact, aside from the 1920s additions, the collection most accurately reflects the service roles of engines within a large system in the 1880s. This aspect of the Museum's collection has been largely unexplored and reconstruction may allow expanded opportunities to explore new avenues of interpretation.

Ultimately, reconstruction of artifacts following events such as the roof collapse should not be seen as the loss of artifact value but the necessity of the event and an opportunity to evaluate and reinterpret the role of a given artifact. Many of the engines were still in poorly applied exhibition paint from the 1950s and due for restoration, conservation and artifact exploration. Restoration standards have soared in the past twenty years and we now have the opportunity to take advantage of this.

In short, the B&O Museum has a great opportunity. Despite damage and loss, I'm confident that the Museum can become better than ever and continue its mission of interpreting the role of the Baltimore & Ohio Rail Road and related lines - in connecting the Atlantic with the western Ohio frontier, in running a large railroad system in the 19th and 20th centuries, and providing essential links in communications, goods and services to American life.

Regards,
Jim Wilke

> I don't know but maybe should the museum
> just tear dowm what is left of the roof,,and
> just start over......What is damged cannot
> be replaced,,such it's historeed valve,,,yes
> we can made a reproduction of once
> was,,,once it is gone it is now lost
> forever,,,,,the real things,dealing with the
> museum,,yes we can hash this out ,,,no If
> the museum does deside to made a
> reproduction of what got detroryed no it is
> not the same thing ,,,it is a
> reproduction,,and it's not the same,,,well I
> am probly wrong of what I am saying,,,What
> happem did happem,,no one could have
> stopped,,it,,act of GOD,,,,,,,,,but I am
> sure that the museum will carry on,,no
> things are going to be different,wheather it
> be the next snow storm,,,or next year,,,the
> museum will still go on,,,,Yes this is a
> setback,,,let's just hope,,that it dose not
> happem again........Pat


woodburner@earthlink.net

Jim,

I am glad you brought this point up.

It is something that I have thought about, especially aftger realizing three years ago exactly what the Mason has on her from different eras.

Taking it one step further, I think the museum could well represent the status of a large system's roster in 1880-something, 1930-something and 1960-something. As such, an interpretation of the collection as cross sections of the B&O's operations in each era could provide a more meaningful museum experience than just showing them in old-older-oldest fashion.

I hope the other opportunity that comes of the calamity is a fund raising effort that gets even more of the collection under roof. For my money, there are several pieces outside (pre-collapse) that deserve permanent inside storage - most noteable B&O #4500, the first USRA standard engine delivered.

Perhaps the attention because of the collpase will be channeled into other areas of growth?

I might even argue that it is a perfect time to deaccess certain pieces and streamline the story to focus on the B&O.

But that's for another thread...

Rob

> In fact, aside from the 1920s additions, the
> collection most accurately reflects the
> service roles of engines within a large
> system in the 1880s. This aspect of the
> Museum's collection has been largely
> unexplored and reconstruction may allow
> expanded opportunities to explore new
> avenues of interpretation.


trains@robertjohndavis.com

> Jim,

> I am glad you brought this point up.

> It is something that I have thought about,
> especially aftger realizing three years ago
> exactly what the Mason has on her from
> different eras.

> Taking it one step further, I think the
> museum could well represent the status of a
> large system's roster in 1880-something,
> 1930-something and 1960-something. As such,
> an interpretation of the collection as cross
> sections of the B&O's operations in each
> era could provide a more meaningful museum
> experience than just showing them in
> old-older-oldest fashion.

> I hope the other opportunity that comes of
> the calamity is a fund raising effort that
> gets even more of the collection under roof.
> For my money, there are several pieces
> outside (pre-collapse) that deserve
> permanent inside storage - most noteable
> B&O #4500, the first USRA standard
> engine delivered.

> Perhaps the attention because of the
> collpase will be channeled into other areas
> of growth?

> I might even argue that it is a perfect time
> to deaccess certain pieces and streamline
> the story to focus on the B&O.

> But that's for another thread...

> Rob
Thank you Jim and Rob,,iwas not wrong on my point of wiew,,

cprh1b@attbi.com