I've stayed out of the rest of the fracas above because others have carried out the debate and raised the points I would have.

But I can highlight as an example another case of having a need and flexing on the approaches to meeting that need in rail preservation:

Group owning three locomotives and a support coach makes plans to erect its own enginehouse at a host railroad. They draw up plans and set about fundraising.

Member of the group, with experience in building contracting, suggests a far cheaper approach would be a prefabricated building, and finds appropriate building in catalogs. Group and host RR negotiate for a different footprint.

Another member, working in the coal industry, discovers a far larger pre-fab building, big enough for eight locos on a coal "brownfield" that has to be demolished, and arranges its donation, in disassembled condition, to the (non-profit) loco group, just in case. Group collects and stores it, and discusses sub-leasing to other loco owners if the space can be found to erect it. More exploratory talks with host RR.

Another host railroad/museum offers property, albeit closer to original proposed footprint. New host offers several advantages not at original line.

End result: Donated building kit is re-sold to a commercial buyer; the proceeds more than pay the cost for the new building at the new home, and donated funds are applied to cost, with surplus from building sale put back into restoration.

Never lose sight of the long-term goal in your quest for the short-term goal, and be prepared to change your plans towards that long-term goal.

While it's possible for a museum to improve its collection by selling things that are surplus to it's needs, could you please give us a specific example where something like the case you have mentioned has actually happened.

Anyone thinking about doing something like this because there's a potential tax issue that needs to be reviewed by a CPA because the transactions related to sale of the building may not be considered a donation.

Bob H

Bob H

United Kingdom. One of the diesel locomotive preservation groups.

Granted, tax and non-profit regulations may differ between the two countries, but not that substantially. And if you're dealing with these kinds of sums of money, you want to engage the services of a tax accountant (donated or paid).

Also, granted, my recounting is a summary condensed from several years of activity; I'm certain there were finer details of the transactions that weren't recounted in detail even to the membership. But, you know, I'm fairly certain that if someone wanted to learn by example, they could ask the pertinent parties. And that's kind of the point of my missive in the first place: Learn from others who have undertaken similar missions in the past about what options and alternatives may be available.

Very impressive trackwork there. (or should I say "pointwork") Nice buildings, too.

So, get the buildings, put a couple of Deltics inside and hatch more of them???

Once again, rail preservation in the "Old Country" is many thousands of light-years ahead of the US.

Howard P.

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Since UT machines are being discussed, would anyone mind sharing a recommended, relatively cheap machine that could be found on eBay or Grainger that you like? I plan on testing the WP&Y 195 within the next year or so. I may only need it for this one project, but there are several derelict locomotives in the area, and who knows what the future holds?

The piping in question there, is in a building. There are many hundreds of feet of 4 and 6 inch pipes and and much 2 inch pipe snaking all over the building. It would be impossible to do a 'real' hydro on that pipe, you'd never get the air out, and to UT in any manner one could call through sounds insane, especially when it's up in the shop roof strapped to I beams, etc. The only thing I can think to do is get everything possible and everyone out of the building, and hit it with 1.5 MWAP and see what happens. What would the normal inspection be for this situation?