And don't forget, some museums actively dissuade new members and even tell people they're not looking for even anyone to empty the trash.
When I was still in the Army, I tried to volunteer at a local small museum with a modest stable of running equipment. I was told in no uncertain terms that the museum already had "all the people we need" and not to let the door hit me in the backside on the way out. I noted nobody there was under retirement age. Just another good ol' boys club with no interest in new blood.
I heard not long ago they went belly-up when they all got too old to do anything. They never did let anyone new in and the group died. It's all sitting on a track now, slowly rusting away. I have wondered if those old coots ever once stopped and thought, "You know, if we're let anyone in, this would still be running"? Maybe not.
Where can I read that?

"plain old crank" That's me, ha ha I don't do as much as I used too for groups [due to many of the reasons above] Most of my time is spent on my equipment and that of a few friends. But when I do venture into the public eye, I act the part of a people-friendly, willing participant, with no job too small or unimportant. I put on the good face as an example for others, ah, this is getting too long, I have stuff to fix, have a good day.

Grumpy Jensen

September 1989 Trains Magazine, "Turntable" essay, page 86, by Aarne H. Frobom of the PM 1225 gang.

I have seen, and been on both sides, of many of the scenarios Otto Vondrak describes in his excellent editorial after 50 years of working on various railway preservation projects. What he doesn't describe is the emotional damage done to both individuals and organizations when this type of destructive behavior is allowed to happen.

Even today, small, close-minded individuals with their own personal agendas, stifle the progress many historic railway preservation museums and societies. Many of these same organizations continue to foster the "old boys train club" mentality. Not-for-profit IRS 501 (c)(3) corporations are businesses, and a not-for-profit business that doesn't have a bottom line in the black on its cash balance sheet eventually fails and goes out-of-business because it can't support itself or its activities. There is a workable balance, and the best of the operating railway organizations world-wide foster an attitude and environment that promotes permanent sustainability - not just in cash, but also in visitors, members, and project development as well.

In my first railway preservation experience, which started when I was about 13 or 14 years old, the organizational insiders led by the founder, often said "that will never happen here." Over the years, what I learned the complete true statement should have been was, "that will never happen here as long as I am alive." Over and over again, I can point to factual examples in railway historic preservation where the "roadblock" person dies and different (usually younger) people with better ideas have made the changes that were holding an organization back. Never say "never" in this business. It might take 20 or even 30 years to happen, but I am here as a witness to the changes that are probably causing a lot of "old boys" to roll over in their graves. Never say "never."

That said, I understand where Gary Gray is coming from. I personally know the limitations of the organization I currently volunteer for, and have to catch myself before I say "haven't seen your check" or "haven't seen you at the work sessions" to anyone who says to me "you should do this," or "you should be doing that." Frustration creeps in easily on the management side, and it is very hard sometimes not to fire off a "snarky" response. Of course, there are some situations, and individuals, where they won't acknowledge the truth - even when it is laid out right in front of them.

After many years of putting up with some of the stuff mentioned above, I made the decision to walk away from a lot. There was a certain incident that that tipped it, It took me about 2 months to make the decision I did. It's been 3 years, Lot less miles on my service truck, and has saved me quite a bit in donations. I do have some unfinished business with one RR, at this point & time I don't care if it gets done or not.

Like I said before, I think it's only an issue when someone outside of an organization makes demands without offering some kind of solution or support. "Support" could be anything from a monetary donation, swinging a hammer and volunteering, an offer of professional services at cost, sharing a professional contact, or some other contribution that could lead to that particular project moving forward.

-otto-

After 50 years of working on various railway preservation projects, I have seen, and been on both sides, of many of the scenarios Otto Vondrak describes in his excellent editorial. What Otto doesn't describe is the emotional damage done to both individuals and organizations when this type of destructive behavior is allowed to happen.

Even today, small, close-minded individuals with their own personal agendas, stifle the progress many historic railway preservation museums and societies. Many of these same organizations continue to foster the "old boys train club" mentality. Not-for-profit IRS 501 (c)(3) corporations are businesses, and a not-for-profit business that doesn't have a bottom line in the black on its cash balance sheet eventually fails and goes out-of-business because it can't support itself or its activities.

There is a workable balance, and the best of the operating railway organizations world-wide foster an attitude and environment that promotes permanent sustainability - not just in cash, but also in visitors, members, and project development as well.

In my first railway preservation experience, which started when I was about 13 or 14 years old, the organizational insiders led by the founder, often said "that will never happen here." Over the years, what I learned the complete true statement should have been was, "that will never happen here as long as I am alive." Over and over again, I can point to factual examples in railway historic preservation where the "roadblock" person dies and different (usually younger) people with better ideas have made the changes that were holding an organization back. Never say "never" in this business. It might take 20 or even 30 years to happen, but I am here as a witness to the changes that are probably causing a lot of "old boys" to roll over in their graves. Never say "never."

That said, I understand where Gary Gray at the VMT is coming from in his Facebook post of 12 July 2017. I personally know the limitations of the organization I currently volunteer for, and have to catch myself before I say "haven't seen your check" or "haven't seen you at the work sessions" to anyone who says to me "you should do this," or "you should be doing that." Frustration creeps in easily on the management side, and it is very hard sometimes not to fire off a "snarky" response.

Of course, there are some situations, and individuals, where they won't acknowledge the truth - even when it is laid out right in front of them.

To be fair... many railroad museums are straying pretty far from any type of original mission. If the mission is to "preserve, display and operate historical railway equipment" it seems a bit of a stretch to operate mis-matched equipment to visit the easter bunny, pumpkin patch, and santa clause without any attempt to provide any historical significance. While I often hear "well that's a major fundraiser for the museum" - where do those funds go?

If it's just to pay for more marketing, or for more entertainment for special events, or for more coaches to be bought / restored (it doesn't matter what type of cars they are.. the we just need to be able to sell more tickets for the Christmas train!) then the "mission" seems to have changed to "do whatever it takes to get the most people to pay money to ride a train." - that mission makes sense for a For Profit. But for a non-profit museum?

Ironically... Strasburg does one of the best jobs of hosting special events but keeping them somewhat historically accurate. (It must have been very tempting to buy some cheap commuter cars to use for Thomas events... ). Ironic since Strasburg is a for profit.

Another common excuse is... "well the general public doesn't know the difference" (when asked why Steam isn't run for a special event, or why the mis-matched equipment set was used)... well isn't the point of the museum to educate the general public?

I'm not saying everything has to be, or is practical to be completely historically accurate in a museum. Compromises have to be made, and funds have to be raised. But more and more museums seem to be making most decisions based on special events than the original missions of the museum.. and that does concern me.

If nobody shows up it doesn't matter what you do or how historically accurate it is. I agree that we could all be more Strasburglike, but remember that they substantially rebuild historic cars using new technology and materials without consideration of loss of historic fabric and paint it for their railroad rather than an accurate rendition of its in service appearance. They also are doing exactly what a very good tourist railroad is supposed to do. Selling events isn't selling out - pandering to the membership rather than your community is. Yes, you can create and operate equipment that is very like a specific historic model, but that doesn't mean you can't also use it for carrying people in special events.

Where I think where we seriously miss the boat is not using real history as the basis for special events that lets us show off what we can (or should) do well. History isn't boring unless you make it boring. A too wide mission is a bad trap to set for yourself also.... do less better than more badly.

I have to agree with this. I just recently visited Strasburg, first time in years, no, decades, and I think there is a deeply ingrained realization that in their marketing territory, the majority of the potential customers can ride cheap commuter cars anytime they want... and often many times when they would rather not. The charm of the Strasburg operation IS the coach stock. The steam is nice, and certainly adds to the experience, but there is not much opportunity to see it from the train.

For myself, I don't give operations that run "critters" a second look, unless critters is their reason for being, like Rick's Youngstown group. We are trying to show the public what the "Age of Railroads" was all about, and critters don't qualify, at all.

I also don't do sealed window coaches. If the A/C works, you can't hear the train. If the A/C doesn't work... need I say more?

I have, over the years, made my peace with heavyweight commuter cars, although I much prefer to sample different accommodations from the open window era.

My answer to, "well the general public doesn't know the difference", was illustrated by my then teenage daughter a number of years ago. Out at IRM, they were running their newly acquired GE C-something-dash-whatever, and her unsolicited comment was, "What is THAT doing here? They still run THOSE."

They know. They may not be able to compose a coherent objection, but deep down, they know.

As someone involved in acquisition of vehicles for a transportation museum, all I can say is that if the vehicle falls within your mission statement, you get what you can when you can. Our museum focuses on urban transportation-streetcars and transit buses that served in Arizona. Our vehicle collection policy is that each vehicle acquired must have a documented service history in Arizona. The only exceptions are when we want to represent a vehicle that served in Arizona, for which no documented examples are known to survive.

On the back end of our collecting, we are fortunate to have good relations with the City of Tucson such that they have adopted an informal policy of donating a transit coach to us whenever the transit operator retires an entire class of coach from service. That allows us to save equipment while it is still readily available and we get all of the information we need-service manuals and often whatever spare parts are on hand. One coach came with three full sets of spare windshields and thirteen electronic head signs.