|Grand Trunk Western 5629 Pulling the Circus Train|
The first 5629 excursion trip on the B&O was advertised (in TRAINS Magazine) in the fall of 1961. However, after only two excursions the market became saturated with other company-operated trips on the GTW.
The first 5629 excursion trips on the Grand Trunk Western were run in late October 1966. They were sponsored by the Railroad Club of Chicago. The 16 car train trips were lightly attended even though the fares were only $7.75. The low fares were due to an Illini Railroad Club trip with 6218 being offered on the same line two weeks later for $6.50. The Illini trips with 6218, run at cost, actually lost money for GTW while having more attendance than that of the 5629. Because of the low attendance, the Railroad Club of Chicago owed Jensen $2500 for trip expenses that were not met. Jensen accepted a promisary note with no interest and no due date in exchange for services to be rendered by club members on future operations.
In 1967 through 1969 Mr. Jensen ran 10 successful trips and 2 failured trip on the Grand Trunk running out of Chicago and Detroit. The 5629 was also used in 1967 and 1968 to pull the Circus World Museum Schlitz Circus Train out of Baraboo, WI.
|Railfans Viewing 4960. Photo by John Gruber|
4960 was retired to the Circus World Museum where she remained on display until donated to the Mid-Continent Railway Historical Society's museum at North Freedom, WI. In 1980, she was leased to an excursion operator, the Bristol & North Western (B&NW) Railroad, in Bristol, VA. A short-lived reprieve, she entered service running out of Benham, VA, during the summer of 1981.
During this time, a personal relationship began between 4960 and two present Grand Canyon Railway employees: Ervin White, train master, and Robert Franzen, superintendent motive power. White was part of the crew that prepared 4960 for the trip and moved her from North Freedom to Bristol. He stayed on with the B&NW in charge of train operations and maintenance of the track. At this same time, Franzen signed on with the company as a fireman. Both worked on the engine to prepare her for the 1981 season and continued to operate her throughout the summer as firemen and engineers. By 1984 the the B&NW went out of business and Franzen ran her for the last time from Benhams to Bristol. Both White and Franzen bid her farewell, not knowing they would eventually meet again.
In March 1985, 4960 was moved to Ft. Wayne, IN, where she declined in storage until purchased by the Grand Canyon Railway. Shortly after the reinaugural of the Grand Canyon Railway on September 17, 1989, mechanics dissembled most of the components and shipped the running gear on trucks and the frame, boiler, cab and tender on flat cars to Williams, AZ.
Finally shopped in July 1993, she began one of the most thorough overhauls of a steam locomotive in modern times. Stripped of all running gear, tubes, electrical systems, bearings, pumps, stay bolts, and coal systems, she looked a bit forlorn. But, as newly manufactured and rebuilt equipment is added to the basic frame and boiler, the huge engine continued to take on a new life of her own. Boiler men, welders, electricians, and mechanics turned out flue sheets, pumps, fittings, and running gear to low tolerance specifications from raw material that made 4960 the queen of the United States steam fleet. No rebuilding in the past 45 years has been so complete. Franzen was in charge of this massive rebuilding project that spanned more that 24 months and expenditure of hundreds of thousands of dollars. Ervin White supervised train operations.
|4960 Pulling the Schlitz Circus Train|
|CB&Q 5632 on an Excursion Near Denver|
|CB&Q 5632 Painted Gold|
Occasionally, the CB&Q ran doubleheaders. A photo below shows a September 6, 1959 doubleheader with 6315, a 2-10-4 on the point. On this trip, 6315 had a mishap where she lost both of her eccentric rods. 5632 saved the day by pushing the crippled 6315 to Galesburg while towing the 18-car train.
By 1961 she needed a major overhaul. The superheater coils were reworked, the firebox was rebricked, the boiler was relagged, 97 staybolts were replaced, and she received a new paint job. All of this was done at the Galesburg Shops.
In 1964 5632 was painted with temporary (water-based) gold paint to help commemorate the 100th anniversary of CB&Q's suburban service. Chicago - Aurora runs were made on May 20, 1964 (a mid-week trip - on the actual day) and on May 23rd. The May 23rd trip consisted of a record number of passengers (about 3500) for a CB&Q fan trip (22 coaches were used). By June, 5632 was once again painted black. However, 5632 was again painted gold to celebrate the 50th anniversary of the opening of Kansas City Union Station with a trip to St. Joseph on October 31, 1964 and a trip to Bevier, Missouri on November 1. The trip on November 1, 1964 proved to be 5632's final (CB&Q excursion) trip for when she returned to Galesburg, she was stored unserviceable with no further extension on flue removal. In 1965, a class 3 overhaul was authorized by retiring president, Harry C. Murphy. The CB&Q shop forces at West Burlington had removed the flues and fire brick. However, the CB&Q was unable to recruit the 14 men that were required to put 5632 back into service and in 1966, new president Louis W. Menk ordered the repairs to be stopped.
|4963 in Freight Service. Photo by Tom Gildersleeve|
|Locomotives waiting to be scrapped in Galesburg|
Shortly after 5632 was "retired" from excursion service by the CB&Q, Richard Jensen obtained a lease on a portion of the Chicago & Western Indiana 47th Street roundhouse in Chicago. The C&WI at one time used the roundhouse and yard to provide Chicago terminal services for the Erie, Monon, C&EI, Wabash and GTW railroads, all of whose trains terminated in C&WI's Dearborn Street Station. After the demise of steam on these railroads, Mr. Jensen was able to rent a stall in the roundhouse for 5629 and again began running excursions. Richard Jensen would maintain and operate his locomotives based out of the C&WI roundhouse. 5632 was obtained in dismantled condition (no flues and no staybolts in the firebox) with three boxcar loads of parts including CB&Q steam shop equipment. It needed $100,000.00 plus worth of labor to restore in 1966 dollars! He also had purchased 2 ex-CRI&P oil tanks (formerly a 4-8-2 tender and a 4-8-4 tender) for water cars. The 4-8-4 tank would later become the water car for the Pere Marquette 1225.
From the late 1950s through the early 1960s a Railfan Club war existed in
Chicago. With the Illini Railroad Club on one side and the Central Electric
Railfans, the Railroad club of Chicago, the Midwest Railfans Assoc. and the
Brotherhood of Railfan trainmen on the other. Due to deliberate club
competition and railroad company competition, the price of tickets in Chicago
based trips was forced to a zero profit margin. Richard Jensen ran the 5629
on two Illini trips and made the sum total of $78 to cover all of his out of
pocket storage and maintenance costs. The trips were run on a flue
extension. Realizing that we would soon need money to reflue the engine and
that the small tender would not be economical for running the type of trips
that a competitive market would need to operate and that the storage costs at
the 18th street roundhouse of the B&O did not lend itself to future plans,
Jensen reached an arrangement with the C&WI for storage of the 5629 and the
spare tenders inside the Roundhouse and outside for the work and storage cars
along with use of the C&WI backshop.
|4963 in a Chicago scrap yard. Photo by John Steenwyk|
After 60 days of waiting, no inspection of the equipment was performed by C&WI and no movement took place. Suddenly, the C&WI moves all of the equipment including the 5632 in a special move to the 88th street yard. Richard Jensen, in an attempt to find out what is going on, contacts the C&NW and CWP&S to find out if any attempt is being made to inspect the equipment and is informed that efforts to inspect at Jensen's request have been denied by the C&WI. After 3 more weeks the equipment is suddenly moved to the Erman Howell scrap yard at 83rd street. The 5632 derails during the move into the scrap yard.
Jensen waited until his lease expired then asked the C&WI when the move of
his equipment was going to be completed. In return C&WI sent him a draft
for $4800.00. At this point Mr. Jensen files a lawsuit against the C&WI.
Originally the suit requested delivery of the equipment and payment for
deprivation of use. The scrap yard cuts up 5632. Now a steady stream of
Jensen's equipment is being loaded on weekends into railroad cars and
into trucks and being hauled away! Jensen refiled the suit asking for
full repayment of value of the engines, railroad cars, and the equipment
contained therein. 4963 was put into storage at a Chicago scrap yard.
Fortunately, GTW 5629 was still in Detroit at this time and therefor
was "safe". Jensen won the lawsuit and was awarded $707,007.49 plus
$1,000,000.00 in punitive damages.
|Photo courtesy Mark Raftogainis|
|5629 destroyed Aug 1987. Photo courtesy Jack Hackenbroch|
However, legally, no one could touch it. But an exasperated METRA did. METRA scrapped it where it stood, and all railfans could do was stand there and watch in disbelief. The photo (courtesy Jack Hackenbroch) shows the aftermath of the horrible scrapping at Blue Island, IL in July of 1987. Richard Jensen was very disgusted after 1988 due to the events he went throurgh. On March 16, 1991, Richard Jensen, at age 60, passed away.
|4963 at the Illinois Railway Museum|
It is difficult to have a positive conclusion to this story. However, if you consider that there are four other surviving CB&Q Mikados and two other surviving GTW Pacifics, it doesn't seem quite as bad. Consider how tragic it would have been if the last PRR Duplex, or last NYC Hudson, or last Milwaukee Streamlined Hudson had been lost in such a manner (and so recently).