After return from the Bevier & Southern in Missouri, at Galesburg, Illinois in April 1966:

http://www.jerryapp.com/pix4/ja-s103.jpg

And while still in the scrapyard, before transfer to IRM:

http://www.steamlocomotive.com/union/4963-scrap.jpg

Unrestored, but under cover today:

http://trains.nute.ws/2-8-2/CB&Q4963.htm

It strikes me as odd that this particular locomotive hasn't become the focus of a rebuild for operation campaign. Other than money, is there something particularly wrong with this locomotive?

While I agree it would be fine to restore it, I am not in charge of the steam dept at IRM. They have their hands full with work on the UP 428 (2-8-0), the Frisco 1630 (2-10-0) and J Neils 5 (shay) as active projects. There are constantly other forays to improve cosmetic displays, expand the shop and tooling, and several other engines started and waiting in the wings. American Creosote 7 (0-4-0) would be a favorite of mine since it is {relatively} a simpler engine.

Based on experiences related here on other total rebuilds I would guess you could contract out the job on 4963 for $500K-$1MM. So maybe it is money, but also a lot of volunteer hours.

Bob Kutella, glad he is not responsible for the IRM steam program, and heaping praise on that hard working team of guys.

Bob -

Is any one of these locomotives further along in the process? And wasn't CB&Q 4-6-0 #637 being worked on at one time toward a restoration to service?

BTW, I know that YOU know that UP 428 is really a 2-8-0 and not an 0-8-0.

Les

No, I don't believe so. But a couple of years ago the 637 was briefly in the Steam Shop to have its pilot beam replaced, which was just one episode of the ongoing cosmetic fleet improvements that Bob mentioned.

It is hard to judge a timeline for these projects. Often you will see a pile of parts for months or even years and then suddenly it all comes together.

But strictly from a time standpoint, I would guess that the shay 'could' be made to steam soonest. (At the expense of delaying work on the other projects) The UP 428 is about ready for a test fire in the boiler, but then will still have a boatload of auxiliaries, controls, jacketing and paint to get done.

The Decapod is waiting for the completion of the drop pit and elevator, to do the required running gear repairs. That was very close two months ago, but a setback occurred and heavy winter weather has finally arrived.

Perhaps a smart move on the part of the steam dept, but no dates have been announced or set. Too many things can come up on any of these type projects. Of course in the shops, around the hot stove, possibilities and rumors abound.

Bob Kutella

Bob -

I think IRM's steam department is smart in concentrating on just three steam locomotives. After they get one running, they can work on getting the second up as backup and then have one in the shop for future use.

BTW, has IRM ever considered leasing out one of their "main line" steamers such as the museum in Green Bay has done with their Milwaukee Road 4-8-4 #261? I sure would like to see 4963 (a "pure" Burlington Mikado) under steam again some day. Or maybe that CB&Q 4-6-4 #3007. Just wondered if IRM has ever been approached about such a deal. Perhaps though, there is a firm museum policy prohibiting such a thing.

Les

I would suspect there is not a policy forbidding such. We have leased many cars to go off site for movie work, and the Nebraska Zephyr has traveled far and wide for charter work, from Fond du Lac WI to Dallas/Fort Worth.

In the case of a steam loco (and presumably train) I do not think it has come up. When they are running we make a considerable gate (we think) by having it ply the rails at Union. So it would probably have to be off season.

In the winter that would be out since shipping it cold would cause freeze damage. {Each fall the loco is drained of water and compressed air used to blow out any pockets of water or condensate in piping, lines, etc.} And there is the not inconsiderable cost for 'someone' for insurance, fueling and water (treatment), and most likely IRM crew to run it. That would be in addition to host railroad charges and crew costs. That assumes we could round up a full crew with jobs flexible enough to be off for several days. It would have to be worthwhile - but hey, everyone has their price!

It is a little different with the 261 on long term lease with a full organization including mechanical dept and train behind them. Someday it may happen at one of the preservation sites and then we will all learn what worked and what did not.

Bob Kutella