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New York Central 4-8-2 #3001 To Be Restored

New York Central 4-8-2 “Mohawk” 3001: A Sleeping Giant Begins to Stir Again

Published: February 22, 2026

On a quiet stretch of museum trackage in Elkhart, Indiana, one of the New York Central’s most capable late-era steam designs has spent decades as a static monument—impressive in silhouette, but long removed from the work it was built to do. Now, that chapter is beginning to change. New York Central 4-8-2 No. 3001—an L-3a “Mohawk”—is the centerpiece of a major operational restoration effort being led by the Fort Wayne Railroad Historical Society (FWRHS) and its American Locomotive Project (ALP) initiative. After years of “someday” talk surrounding the engine, the project has moved into tangible early-stage mechanical work, fundraising milestones have been achieved, and preparations are underway for a planned relocation in 2026 that will set the stage for the heavy restoration ahead. To learn more abou the endeavor and donating towards the cause please click here to visit the American Locomotive Project website.

Photo from the Fort Wayne Railroad Historical Society featuring New York Central #3001 in September, 2025.

NYC's "Mohawks"

The New York Central owned more 4-8-2s than any other U.S. railroad—600 in all—and it leaned heavily on the wheel arrangement long after many peers migrated to fleets dominated by 4-8-4s. To the NYC, these locomotives weren’t “Mountains”; they were “Mohawks,” a name chosen to better fit the railroad’s Water Level Route identity. No. 3001 represents the road’s late, thoroughly modern iteration of the type—built for fast dual-service work at a time when steam design was reaching its peak efficiency and sophistication.

FWRHS has stated that, if fundraising goals are met and the locomotive returns to service, No. 3001 is expected to become the only operating New York Central steam locomotive in the world, operating on former NYC territory in Indiana as part of the organization’s Indiana Rail Experience programming.

3001's History

Built for wartime-era service

No. 3001 was delivered in 1940 as part of the 25-engine L-3a group (Nos. 3000–3024), designed as refined, high-performance dual-service locomotives. The class was conceived to handle heavy passenger, mail, express, and freight service with speed and reliability—work that became especially critical during the World War II years.

From NYC rails to a Texas display identity

Like nearly all big NYC steam, 3001’s career ended as dieselization accelerated. The locomotive was retired in early 1957; that same year it was purchased by the Texas & Pacific and placed on display in Dallas after being repainted and renumbered as T&P 909. It later entered museum custody in the Dallas area.

Returned “home” to Indiana

In the 1980s, preservationists acquired 3001 with the goal of bringing it back to New York Central country. The locomotive was moved to Elkhart and placed on outdoor display at what is today the National New York Central Railroad Museum, where it remained uncovered for decades.

A new steward with an operational plan

In October 2024, FWRHS announced it had acquired No. 3001 and would pursue an operational restoration, backed by strategic partners and an initial inspection process to guide feasibility and budgeting.

Funding Milestones and the Road to a Move

Large steam restorations rarely start with sparks and smoke; they start with spreadsheets, inspections, and the unglamorous realities of access and logistics. In this project, the first major hurdle was simple but expensive: preparing the locomotive to safely leave its long-time display track and physically relocate to a shop environment where full disassembly and rebuild work can occur.

The American Locomotive Project set an early fundraising target of $500,000 to fund initial preparation work and relocation costs, and reported meeting that goal through widespread donor support. The restoration budget published by the project identifies relocation costs of $250,000 as a distinct line item within a broader restoration estimate of $4.3 million.

Current Progress

By late 2025, the project was able to report meaningful “hands-on” progress—exactly the sort of practical work that signals a restoration has moved from announcement to execution.

In an update published in November 2025, the ALP website reported that FWRHS had completed two weeks of hands-on mechanical work focused on preparing No. 3001 for relocation and eventual restoration. Initial findings were described as encouraging despite the locomotive’s long outdoor storage.

Key accomplishments reported included:

Roller bearing inspections and servicing. Crews inspected axle roller bearings and reported no signs of water intrusion, rust, or mechanical concerns. Old oil was removed, bearing boxes flushed, and fresh lubrication applied.
Running gear disassembly for move prep. The main and side rods were removed, with crews polishing crank pins and bearing brass—work that both aids movement preparation and begins the “get acquainted” phase where hidden issues often reveal themselves.
First movement in decades. After the initial round of mechanical prep, the locomotive was moved a short distance for the first time in more than two decades, an important proof point that the engine can be safely handled as the relocation plan advances.
Brake system modernization work begins. Work was reported underway to rebuild and upgrade the air brake system to 26L standards, along with other repairs needed for transport compliance.

The same update also notes that planning is underway to move No. 3001 in 2026, and that additional support would be required for track work and transportation costs connected with extracting the locomotive from its display site.

Building Capacity for What Comes Next

Relocating the locomotive is only one piece of the puzzle—because once a 4-8-2 of this size arrives at a working facility, the real marathon begins. Recognizing that, FWRHS has also been investing in shop capacity. In late 2025 the organization announced a major expansion of its New Haven restoration shop—an addition intended to nearly double the working footprint—framed in part around preparing for the arrival of No. 3001 and supporting an expanding portfolio of restoration work.

What the Restoration Will Likely Involve

FWRHS and the American Locomotive Project have emphasized that while initial assessments suggest the locomotive can be returned to operation, the “true mechanical state” won’t be fully known until the engine is completely taken apart—a standard reality for any locomotive that hasn’t operated since the 1950s and has spent decades outdoors.

To communicate the scale of the job, the project published a detailed high-level restoration budget with major cost buckets including boiler repairs, running gear, valves and valve gear, appliance and piping work, tender overhaul, and contingency funding.

Specifications

Item	Specification
Railroad / Type	New York Central “Mohawk” (4-8-2), Class L-3a
Builder / Date	American Locomotive Company (ALCO), 1940
Boiler Pressure	250 psi
Tractive Effort	60,100 lbf
Cylinder Horsepower	4,400 hp at 50 mph
Maximum Speed (as designed for L-3a concept)	Up to 80 mph capability cited for the class
Tender Capacity (Coal)	43 tons
Tender Capacity (Water)	15,500 gallons
Notable Mechanical Features	One-piece cast frame; roller bearings on all journals; lightweight alloy side rods; feedwater heater system; modern front-end throttle

Moving Forward

For readers and fans tracking steam preservation, the most significant takeaway isn’t a promised return-to-service date—it’s that No. 3001’s project has begun checking off the kinds of early milestones that matter: money raised to start, mechanical access gained, bearings inspected and serviced, rods removed, the locomotive moved under its own wheels again (albeit only a short distance), and planning aligned around a defined relocation window in 2026.

The hard work—boiler, firebox, running gear, appliances, tender, and the countless details that separate “cosmetic improvement” from a reliable FRA-compliant operating steam locomotive—still lies ahead. But for 3001, the restoration story is no longer hypothetical. The first wrench has turned, the first pieces have come off, and one of the NYC’s last great dual-service machines is finally on a real path back from display track to the main line.