New York Central 3001

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New York Central 3001
ElkhartIN NYCRR Museum Steam Locomotive.jpg
NYC No. 3001 on display at the National New York Central Railroad Museum in Elkhart, Indiana, on August 24, 2015
Type and origin
Power typeSteam
Designer Paul W. Kiefer
Builder American Locomotive Company ( Schenectady Works )
Serial number69338
Build dateOctober 1940
Specifications
Configuration:
​
 •  Whyte 4-8-2
 •  UIC 2′D1′ h2
Gauge 4 ft 8+1⁄2 in (1,435 mm)
Leading dia. 33 in (838 mm)
Driver dia.69 in (1,753 mm)
Trailing dia. 44 in (1,118 mm)
Wheelbase 95 ft 11.5 in (29,248 mm)
Length109 ft 6.5 in (33,388 mm)
Width11 ft 0.875 in (3,375 mm)
Height14 ft 11.5 in (4,559 mm)
Axle load 66,100 lb (30.0 t)
Adhesive weight 264,400 lb (119.9 t)
Loco weight398,000 lb (180.5 t)
Tender weight374,200 lb (169.7 t)
Total weight772,200 lb (350.3 t)
Tender typeRectangular, Water-bottom
Fuel typeCoal
Fuel capacity43 t (95,000 lb)
Water cap.15,500 US gal (59,000 L; 12,900 imp gal)
Sandbox cap.2,700 lb (1,200 kg)
Firebox:​
 • Grate area75.3 sq ft (7.00 m2)
Boiler94 in (2,388 mm)
Boiler pressure250 psi (1.72 MPa)
Feedwater heater Worthington 5 1/2 SA Heaters
Heating surface:​
 • Firebox373 sq ft (34.7 m2)
 • Tubes7,278 sq ft (676.1 m2)
 • Flues44,948 sq ft (4,175.8 m2)
 • Tubes and flues4,248 sq ft (394.7 m2)
Superheater:
​
 • TypeType E, 100-unit
 • Heating area2,080 sq ft (193 m2)
Cylinders Two
Cylinder size 25.5 in × 30 in (648 mm × 762 mm)
Valve gear Baker
Valve typePiston valves
Train heatingYes
Loco brake Air
Train brakes Air
Performance figures
Maximum speed80 mph (130 km/h)
Power output4,120 hp (3,070 kW) at 58 mph (93 km/h)
Tractive effort 60,100 lbf (267.34 kN)
Factor of adh. 4.40
Career
Operators New York Central Railroad
Class L-3a
Number in class2nd of 25
Numbers
  • NYC 3001
  • T&P 909
Official nameMohawk
DeliveredOctober 1940
First runOctober 1940
RetiredFebruary 1957
Current owner Fort Wayne Railroad Historical Society
DispositionOn static display, waiting to be restored to operating condition
References: [1] [2] [3]

New York Central 3001 is a preserved 4-8-2 Mohawk (Mountain)-type steam locomotive built in October 1940 by American Locomotive Company (ALCO) of Schenectady, New York as a member of the L-3a class for the New York Central Railroad (NYC). Normally known as Mountain types, the NYC 4-8-2 steam locomotives were dubbed as Mohawk types after the Mohawk River, which ran alongside NYC's famed Water Level Route. Built for dual-service work, No. 3001 was used to haul both freight and passenger trains on the NYC system until being retired in February 1957.

Contents

Instead of being sold for scrap, No. 3001 was sold to the Texas and Pacific Railway (T&P), where it was masqueraded as T&P No. 909 and donated to the Museum of the American Railroad in Dallas, Texas. In the mid-1980s, No. 3001 was later donated to the National New York Central Railroad Museum in Elkhart, Indiana. It is the largest modern NYC steam locomotive still in existence and is one of two surviving New York Central Mohawks; the other, No. 2933, which is currently on display at the National Museum of Transportation in St. Louis, Missouri.

In October 2024, it was announced that the Fort Wayne Railroad Historical Society (FWRHS) had acquired No. 3001 and made plans to restore it to operating condition.

History

Background and design

A close-up of No. 3001's headlight and number plate NYC locomotive 3001.jpg
A close-up of No. 3001's headlight and number plate

Between 1916 and 1930, the New York Central Railroad (NYC) ordered 4-8-2 L-1 and L-2 steam locomotives, replacing the 4-6-2 Pacifics for use on fast mainline freight trains. [4] [5] [6] While the other railroads referred to the 4-8-2 wheel arrangement as Mountain, the NYC uses the name Mohawk after the Mohawk River, which ran alongside the railroad's famed Water Level Route. [4] [5] By the late 1930s, the Mohawks were limited to run at 60 mph (97 km/h) due to their instability at higher speeds. [4] [7] The NYC needed more heavier steam power to move both freight and passenger trains swiftly, so they opted for a dual-service steam locomotive. [5] [6] [8] In 1939, NYC chief mechanical engineer Paul W. Kiefer had rebuilt two L2s Nos. 2995 and 2998 with lightweight side rods, cast engine beds, and improved counterbalancing to run smoothly at 80 mph (129 km/h). [4] [9] By the early 1940s, Keifer designed 50 L-3 Mohawks, which were NYC's first modern dual-service steam locomotives. [10]

The L-3 locomotives were built in two separate class groups; 25 L-3as, Nos. 3000-3024, were built by American Locomotive Company (ALCO) in Schenectady, New York, between October and December 1940. [1] [2] Five L-3bs, Nos. 3025-3034, were built by ALCO between December 1940 and January 1941, while the other five L-3bs, Nos. 3035-3049, were built by Lima Locomotive Works (LLW) in Lima, Ohio, between November 1940 and January 1941. [1] [2] Both locomotive classes produced 60,100 lbf (267.34 kN) of tractive effort and a maximum drawbar of 4,120 hp (3,070 kW), while running at 58 mph (93 km/h). In March and April 1942, NYC ordered 15 more L-3s, Nos. 3050-3064, from ALCO. [2] These locomotives were quite similar to the previous ALCO L-3bs, but with increased weight, which classified them as L-3c. [2]

The L-3a locomotives were equipped with a cast-steel pilot, two air pump shields, and a vertically retractable coupler, giving them a close resemblance to the NYC J class 4-6-4 Hudsons. [2] [5] They were also equipped with roller bearings on all of their wheels, including their 69 in (1,753 mm) driving wheels to run at 80 mph (129 km/h) for use on pulling fast passenger trains. [2] [10] [a] The L-3b and L-3c locomotives had a front footboard-style pilot and were destined to pull freight trains. [10] [12] The ALCO L-3 locomotives were equipped with a Worthington 5-1/2 SA feedwater heater mounted ahead of the smokestack, while the LLW L-3bs had a drum style Elesco K50L type mounted on top of the front smokebox. [10] [12] All of the L-3 classes had an operating boiler pressure of 250 psi (1.72 MPa). [2] Additionally, when running at 58 mph (93 km/h), the L-3s produces a maximum drawbar of 4,120 hp (3,070 kW). [2] They were also all equipped with a larger tender, which can hold 43 t (95,000 lb) of coal and 15,500 US gal (59,000 L) of water along with a water scoop to pick up water from the track pan on the mainline while running at high-speed. [2] [13] After World War II ended, all of the L-3s were re-equipped with smoke deflectors. [14]

Revenue service

No. 3001 is the second member of the L-3a class built in October 1940 and was initially assigned to pull heavy freight trains and troop trains during World War II. [2] [14] After the war ended, the locomotive and the other L-3s ran on the mountainous Boston & Albany (B&A) subsidiary, replacing the B&A J-2 Hudsons on pulling the Lake Shore Limited , [15] New England States , [16] and New England Wolverine [17] passenger trains between Boston, Massachusetts and Albany, New York. [2] [18] They even hauled NYC's famous 20th Century Limited passenger train and Pacemaker fast-freight train between Croton-Harmon and Buffalo, New York. [19] [20] [b] After the B&A and Harmon-Buffalo lines were completely dieselized in the early 1950s, [c] No. 3001 and the L-3s were reassigned to the Big Four region, where they hauled both passenger and freight trains to and from Chicago, Illinois; Columbus, Cincinnati and Cleveland, Ohio; Indianapolis, Indiana; and St. Louis, Missouri. [2] [27] [d]

In the final years of steam on the NYC, No. 3001 and the other L-3s were demoted to lighter trains, due to the Pittsburgh and Lake Erie Railroad (P&LE) 2-8-4 Berkshires and 4-8-4 Niagaras handling increasingly heavier freight and passenger trains on the system. As the new diesel locomotives entered the NYC regions, No. 3001 and the other steam locomotives still in service saw the end coming nearer and nearer. No. 3001 was finally retired from NYC's operating locomotive roster in February 1957, just three months before NYC officially ceased steam locomotive operation. [30] [31]

Retirement and attempted restoration

In March 1957, the NYC sold No. 3001 to the Texas and Pacific Railway (T&P), to replace the heavily-vandalized and subsequently scrapped T&P 2-10-4 "Texas"-type No. 638, which had been on display at the Texas State Fairgrounds there from 1949 to 1955. [32] [33] The T&P then donated No. 3001, masquerading as T&P No. 909, to the city of Dallas, Texas. [33] [34] The city later donated No. 3001, still masquerading as T&P No. 909, to the local Southwest Historical Society, who put it on display at their Age of Steam Railroad Museum. [35] [36]

Sometime during its display period in Dallas, the locomotive was borrowed by a power plant for use as a stationary steam generator. In 1976, Robert G. Spaugh, founding member of the Lakeshore Railroad Historical Foundation, discovered the disposition of No. 3001 and sought out bringing the engine back to home territory. [37] Alongside his plans to bring 3001 back to Elkhart, Spaugh also dreamed of restoring no. 3001 to operating condition and operating excursions over former New York Central trackage. [38] In April 1984, the Southwest Historical Society reached an agreement with the Lakeshore Railroad Historical Foundation to trade No. 3001 in exchange for Pennsylvania Railroad GG1 No. 4903, and the L-3a was subsequently towed eastward to the foundation’s location in Elkhart, Indiana. [36] [38] In 1986 or 1987, the 3001 was leased to the city of Elkhart for a term of 100 years. [39] The No. 3001 locomotive was left on display at the National New York Central Railroad Museum, but it was considered as a restoration candidate for years. [39] [40] Additionally, it was coupled up to sister L-3b locomotive No. 3042's tender, which was used as an auxiliary water tender on the American Freedom Train and Chessie Steam Special in the 1970s. [41]

The Lakeshore Railroad Historical Foundation had considered restoring No. 3001 to operating condition, but did not go through with the proposed plan. [40] In the 1980s, Conrail wanted to restore 3001 to operating condition for their proposed steam program. [42] However, then Conrail CEO Richard Sanborn who spearheaded the proposed program passed away in 1989 and the plans did not proceed. [43] In the late 1980s, following the lease of No. 3001 to the City of Elkhart, then mayor James Perron envisioned No. 3001 being restored to operating condition and using it to promote Elkhart economic development. [44] However, this did not pan out. In the early to mid 1990s, the No. 3001 locomotive was proposed to be restored to operating condition for the 21st Century Limited, a cross country exhibit train to highlight the achievements and discoveries of the 20th century, spearheaded by Ross Rowland. [45] [37] However, the 21st Century Limited project was never realized. [46] In 2010, another effort to restore No. 3001 to operating condition arose at a cost of $1 million. [47] [48] However, nothing ever came of this attempt.

Acquisition and funding

During late August 2023, the Fort Wayne Railroad Historical Society (FWRHS) secretly entered negotiations with the City of Elkhart government to potentially purchase No. 3001 and restore it to operating condition. [31] In early September of that same year, the City of Elkhart government agreed to the sale. [31] On October 9, 2024, the FWRHS announced their acquisition of No. 3001 and their plans to operationally restore the locomotive for eventual use in their Indiana Rail Experience excursions on the Indiana Northeastern Railroad, alongside Nickel Plate Road 765. [31] [49] FMW Solutions was tasked to inspect the locomotive for restoration eligibility with financial support from former Norfolk Southern (NS) CEO Wick Moorman. [31] [49] It was estimated that the restoration cost of No. 3001 would be $4.3 million to complete. [31] [49] The FWRHS has issued a $100,000 challenge grant with the goal of raising $500,000 at the end of May 3, 2025. [28] [31] [49]

See also

Notes

  1. ↑ During 1940, after being delivered to NYC, L-3a No. 3000 was modified with 72 in (1,829 mm) driving wheels, 36 in (914 mm) trailing wheels and an operating boiler pressure of 260 psi (1.79 MPa). [2] [7] This successful experiment would pave the way of the L-4 class. [7] [11]
  2. ↑ At Croton-Harmon, steam locomotives were swapped out for electric locomotives to haul the passenger trains down to the Grand Central Terminal in New York City on the Hudson Line. [21] [22] Since 1908, steam locomotives were banned within the New York City areas south of the Harlem River due to a series of longer tunnel accidents involving the smoke and steam from the steam locomotives. [23] [24] [25]
  3. ↑ Sister locomotive No. 3004 pulled B&A's final steam-powered revenue New England Wolverine passenger train from Boston to Chicago on April 16, 1951. [2] [26]
  4. ↑ In September 1956, sister locomotive No. 3005 was featured in Trains Magazine writer David P. Morgan's The Mohawk that refused to abdicate article, recounting its adventure at Shelby, Ohio in September 1955. [28] [29]

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References

  1. 1 2 3 "Big Four / New York Central 4-8-2 "Mountain" Locomotives in the USA". www.steamlocomotive.com. Retrieved October 18, 2024.
  2. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Gerbracht (2000), pp. 27–30.
  3. ↑ Staufer (1961), p. 129.
  4. 1 2 3 4 Drury (2015) , pp. 235–236.
  5. 1 2 3 4 Keefe, Kevin P. (November 1, 2023). "Ultimate dual-service engine: New York Central 4-8-2 Mohawks". Classic Trains. Firecrown Media. Archived from the original on September 10, 2024. Retrieved October 9, 2024.
  6. 1 2 Solomon & Schafer (1999) , pp. 69–70.
  7. 1 2 3 Staufer (1961) , p. 127.
  8. ↑ Gerbracht (2000) , p. 19.
  9. ↑ Gerbracht (2000) , p. 15.
  10. 1 2 3 4 Gerbracht (2000) , p. 23.
  11. ↑ Staufer (1961), p. 147.
  12. 1 2 May & Stoving (2005) , p. 29.
  13. ↑ Kantola, Carl F. (1982). "High Speed Water Scoop and Locomotive Tender Design for the New York Central System" (PDF). Central Headlight: 5–15. Retrieved October 15, 2024.
  14. 1 2 May & Stoving (2005) , p. 27.
  15. ↑ Gerbracht (2000) , p. 21.
  16. ↑ Gerbracht (2000) , p. 14.
  17. ↑ Gerbracht (2000) , p. 20.
  18. ↑ Jones (1997) , p. 34.
  19. ↑ Solomon & Schafer (1999) , pp. 102–103.
  20. ↑ Zimmerman (2002) , p. 154.
  21. ↑ Klein (1985), pp. 70–73.
  22. ↑ Solomon & Schafer (1999), p. 123.
  23. ↑ "History of Railroads in New York State". New York State Department of Transportation . Archived from the original on September 20, 2024. Retrieved November 28, 2024.
  24. ↑ Klein (1985), p. 67.
  25. ↑ Solomon & Schafer (1999), pp. 60–61.
  26. ↑ Jones (1997), p. 62.
  27. ↑ Staufer (1961) , p. 4.
  28. 1 2 Keefe, Kevin P. (October 16, 2024). "Ready for the spotlight: New York Central 3001". Classic Trains. Firecrown Media. Retrieved December 6, 2024.
  29. ↑ Morgan, David P. (September 1956). "The Mohawk that refused to abdicate" (PDF). Trains. Kalmbach Publishing Company. Retrieved December 13, 2024.
  30. ↑ Drury (2015) , p. 234.
  31. 1 2 3 4 5 6 7 Franz, Justin; Vondrak, Otto (October 9, 2024). "New York Central 4-8-2 'Mohawk' To Be Restored to Operation". Railfan & Railroad . White River Productions. Archived from the original on October 9, 2024. Retrieved October 9, 2024.
  32. ↑ "Old No. 610 Rolling Right Along; Dallas Engine Heads for Junk Yard". Fort Worth Star-Telegram. Vol. 75, no. 3. February 3, 1955. p. 12. Retrieved October 26, 2024– via Newspapers.com.
  33. 1 2 Ziel (1990) , p. 146.
  34. ↑ The Age of Steam Exhibit. Southwest Railroad Historical Society. 1967. OCLC   762138876.
  35. ↑ "M-2 4-8-2 #909 - Texas & Pacific Railway - Railfans Depot". www.texaspacificrailway.org. Retrieved 2021-04-17.
  36. 1 2 "Railroad News Photos - Trade" . Trains. Vol. 44, no. 10. Kalmbach Publishing. August 1984. p. 17. Retrieved October 13, 2024.
  37. 1 2 Kronemyer, Bob (January 26, 1992). "3001's waiting to pull 21st Century". No. 321. The South Bend Tribune. p. 42.
  38. 1 2 Whitmyer, Marjorie (May 11, 1984). "Old 3001 Comes Home". No. 63. The South Bend Tribune. p. 28. Retrieved October 26, 2024– via Newspapers.com.
  39. 1 2 "Restoring New York Central steam locomotive No. 3001". American Locomotive Project. Fort Wayne Railroad Historical Society. Archived from the original on October 9, 2024. Retrieved October 13, 2024.
  40. 1 2 Ziel (1990) , p. 198.
  41. ↑ "Elkhart's New York Central Museum". HeritageRail Alliance. December 27, 2018. Archived from the original on January 5, 2020. Retrieved November 28, 2024.
  42. ↑ Keefe, Kevin (May 1988). "Whats in the roundhouse for 1988?" . Trains. Vol. 48, no. 7. Kalmbach Publishing. pp. 18, 18A. Retrieved January 22, 2025.
  43. ↑ "New Chairmen of Conrail Richard D. Sanborn Dies". The Washington Post. February 13, 1989. Retrieved January 22, 2025.
  44. ↑ Kurowski, Jeff (September 20, 1987). "Mayor's rail museum may get sidetracked". The South Bend Tribune. p. 16.
  45. ↑ "21st Century Limited Locomotive 3001". Accuen Media. Archived from the original on January 14, 2024. Retrieved October 21, 2024.
  46. ↑ "The 1996 - 2000 21st Century Limited Project". Accuen Media. Archived from the original on December 29, 2021. Retrieved October 21, 2024.
  47. ↑ Ernstes, Ed (December 27, 2010). "Plan could put 70-year-old Elkhart steam engine back on the rails". WSBT-TV . Archived from the original on December 31, 2010. Retrieved October 14, 2024.
  48. ↑ Journal & Courier (October 24, 2011). "Elkhart museum trains being restored". Journal & Courier. p. 6.
  49. 1 2 3 4 "New York Central Mohawk No. 3001 joins Fort Wayne Railroad Historical Society fleet for potential return to steam". Trains News Wire. Firecrown Media. October 9, 2024. Archived from the original on October 9, 2024. Retrieved October 9, 2024.

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