It's not like you can pull on off the dealer's lot no matter where you are these days. Your choices are deal with old, heavily used stock, or build new. Sometimes building new is smarter, and in some cases your only option grumble grumble LNER A1 Peppercorn grumble PRR T1 grumble grumble because they're already all razor blades.
Even so, and while I haven't made the trek down to Hockessin myself to stick my head in the firebox door myself, I'd wager #60 is in ugly mechanical shape. Explaining that requires a bit of a story.
The Pennsy was nothing if not predictable--if one of their surviving locomotives (that wasn't set aside like #7002 or 1223) was in kinda nasty shape, the others probably are too. At the end of steam (final withdrawals were in 1957/8 on the PRR), they were limping the fleet along just long enough til the Geeps showed up. A lot of maintenance was "get it to the next stop" at the time. PRR's steam fleet was TIRED. The PRR had spent a ridiculous amount of resources electrifying what is now the Northeast Corridor from DC to NYC and the line from Harrisburg to Philadelphia. So much was spent that while successful, they never recovered the full cost and weren't able to modernize the rest of their motive power. The most modern steam locomotives they owned were the 4-4-4-4 T1 duplexes, a class of 52 that had a ton of alleged problems (which may have been caused by poor training), and the J1 2-10-4, which was a C&O design copied during WWII (and likely why none were spared despite their success).
By the late 1930s, PRR passenger power was PRIMARILY K4s Pacifics. The design predated WWI (Prototype #1737 was built 1914, scrapped and had #3750 as its doppelganger for a long time), and as train weight increased, the locomotives couldn't keep up, especially in the more mountainous terrain between Altoona and Pittsburgh (Horseshoe Curve is a 1.45% ruling grade over 2,375 feet) and were often double/triple-headed--the PRR had spare locomotives displaced by electrification, but paying extra crews and fuel was only compounding problems.
When the last of the fleet was retired, it was rode hard and put up wet. In the case of #1361, Altoona asked for a K4 for display, and she was likely pulled from the back of a scrap deadline. At that time, her original boiler was already gone, having been replaced with #3844's (casting stamps match the #3844's builder's plate number instead of #1361's) due to wear, and while 30 years of outdoor display at the Curve didn't help matters, she was...not as sound as they thought when they pulled her down and revived her. A year of operation and she had a catastrophic main axle bearing failure that caused a (relatively minor) derailment near York, PA. It was limped back to Lewistown, PA, where Standard Steel cobbled together a temporary bearing to get it home, and operated at low speed til the end of 1988. When they took it apart, they found way more wrong than they should have. Her smokebox was so thin near the steam pipes, you could kick a hole thru it. Her firebox needed extensive rebuilding. In the intermittent years, a lot of crap has plagued her--from a replacement smokebox, a "faulty" firebox design (sheets too thin/staybolt spacing), the upper portion of the steamdome course has been patched, the front flue sheet has been patched, with more to be done.
So why is that relevant?