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|EMD F40PH series|
|Type and origin|
|Builder||GM Electro-Motive Division (EMD)
General Motors Diesel (GMD)
|Build date||1975–1992 (EMD)
1991–2000 (MK / MPI)
|AAR wheel arr.||B-B|
|Gauge||4 ft 8 1⁄2 in (1,435 mm)|
|Prime mover||EMD 645E3|
|Engine type||V16 Diesel|
|Maximum speed||110 mph (177 km/h)|
|Power output||3,000–3,200 hp (2.2–2.4 MW)|
"Winnebago" (F40PHM-2) "Boombox"
The EMD F40PH is a four-axle 3,000 hp (2.2 MW) B-B diesel-electric locomotive, built by General Motors Electro-Motive Division in several variants from 1975 to 1992 and used by Amtrak and commuter railroads on passenger trains. F40PH variants were also built by MK Rail and MotivePower Industries from 1991 to 2000.
The F40PH was originally intended to haul short- to medium-length trains on Amtrak's shorter routes. Soon after entering service it also began to replace the long-distance EMD SDP40F (Amtrak's first new locomotive model), which had a troubled reputation after reports of rough riding and several derailments blamed on its C-C trucks (which differed from EMD's freight C-C locomotives). The F40 was based on the EMD GP40-series freight locomotives, with a two-axle truck. (The term "F40" by itself can lead to confusion; the first locomotive with that designation was the F40C, a passenger C-C locomotive derived from the SD40-2, similar to the SDP40F but with an HEP generator.)
Hundreds of F40PH units were built, and many can be found in use on passenger, tourist and freight railroads today, such as CSX (on business trains), the Grand Canyon Railway, the Panama Canal Railway, and the Algoma Central Railway. The F40PH was purchased by commuter railroads such as Metra, MBTA, Tri-Rail, Caltrain, NJ Transit and GO Transit; all but GO Transit still use these locomotives. After years of service, Amtrak's large F40PH fleet has been retired; the locomotives were stored, scrapped, sold or converted into non-powered control units after the purchase of new GE Genesis passenger locomotives during the late 1990s and early 2000s. The largest fleet of these locomotives now operates in the Chicago metropolitan area on the Metra system, totaling 117 units. Included in this fleet is the last F40PH built by EMD (as an F40PHM-2) in 1992, Metra #214. After Metra, Via Rail Canada has the second-largest fleet of F40PH-2s (54 units). The MBTA in Boston has 18 original-model F40PHs, and all but one are in service. It also has several aftermarket F40PH-2C and F40PHM-2C locomotives in service, built by EMD in 1987–88 and MK in 1991 and 1993.
Commuter agency Metrolink purchased four F40PHs from Amtrak to repower them with prime movers from second-hand EMD SD60s bought from UP. Only one survived, as SCAX #800. A handful were bought by shortline railways; some continue in operation after the addition of a front platform (made possible by shortening the nose).
The F40PH has a turbocharged EMD 645E3 V16 cylinder, two-stroke, water-cooled diesel engine (prime mover) which develops 3,000 hp (2.2 MW) at 916 rpm. The main (traction) generator converts mechanical energy from the prime mover into electricity distributed through a high voltage cabinet to the traction motors. Each of the four traction motors is geared to a pair of driving wheels; the gear ratio determines the maximum speed of the locomotive. A standard F40PH has a gear ratio of 57:20, allowing 110 mph (177 km/h).
While Amtrak's first order for thirty F40PH locomotives specified 3,000 horsepower (2.2 MW), the next order (from the Chicago RTA, later known as Metra) increased that specification to 3,200 horsepower (2.4 MW). Amtrak's earlier units were later uprated as well. An exception are the units purchased by Via Rail Canada, which are rated 3,000–3,200 horsepower (2.2–2.4 MW).
The F40PH has an enclosed cab unit, with a neater appearance than conventional hood units. En route, all-weather access to components is possible; passage through the engine room (and to trailing units) normally is used only during maintenance at repair points.
For passenger service the F40PH has another electrical alternator, the head-end generator. The HEP unit generates three-phase AC power at 480 V (500 kW on the first order, 800 kW on later units) for lighting, heating and air-conditioning the train. Originally, F40PHs powered the HEP alternator from the 16-645E3 prime mover; from the head end to the train must be a constant frequency, and the prime mover had to turn at a constant 900 RPM while supplying head end power (even standing still, with the throttle in idle). Power to the traction motors was controlled by varying the field excitation of the main (traction) generator.
On some later versions of the F40PH (and on many rebuilt F40s), a second small diesel engine at the rear of the locomotive powers the HEP alternator. In these engines, the prime-mover speed varies in the usual way; they can be identified by the diesel exhaust at the rear of the locomotive and by their quiet idle. Remaining F40s, with the constant-RPM prime movers, have been called "screamers". The MPI version of the F40PH was built by Morrison-Knudsen.
Amtrak NPCU conversions
As Amtrak's F40PH fleet was replaced by newer GE Genesis-series locomotives, Amtrak converted a number of the retired units—generally with mechanical problems limiting their value—into non-power control unit cab cars. Colloquially known as "cabbages" (a portmanteau of "cab" and "baggage"), these units had their prime movers and traction motors removed and a large roll-up door installed in the side (allowing the former engine compartment to be used for baggage). NPCUs also differ from normal F40PHs by their lack of grills and rooftop fans. The units were renumbered into Amtrak's car-series numbers by adding "90" before the former locomotive number; the original F40PH number 200 became NPCU number 90200.
Five NPCUs, converted for Amtrak Cascades service in the Pacific Northwest, were rebuilt without the roll-up doors on the other conversions. The Talgo sets on these trains have a dedicated baggage car, so these NPCUs are used as cab cars only. Three NPCUs are in use on Amtrak's Downeaster service between Boston, Massachusetts and Brunswick, Maine.
In 2010, Amtrak-owned F40PH 406 was removed from storage for refurbishing as Amtrak's exhibit train in 2011 and 2012. It was converted to an NPCU to enable push-pull operation of the exhibit train, and an HEP generator was installed in the cab to supply auxiliary electricity. The 406 resembles an operational F40PH externally, with rooftop fans (three—one for the inert dynamic brakes and two for the radiators), radiator grills, dynamic brake grills and air intakes.
3 NCPUs are in use on Amtrak California routes as of 2013 or 2014.
Extant former Amtrak examples
A few ex-Amtrak locomotives are in railroad museums, private ownership and commuter agencies (listed by Amtrak road number):
- AMTK 231: Owned by Dynamic Rail Preservation; on display and undergoing restoration at Union Station in Ogden, Utah
- AMTK 237: Daily Service on the Grand Canyon Railway (GCRX 237)
- AMTK 239: Daily Service on the Grand Canyon Railway (GCRX 239)
- AMTK 242: Algoma Central (division of Canadian National) Agawa Canyon Tour Train CN 104 (formerly Denver Ski Train, SKTX 242)
- AMTK 243: Agence métropolitaine de transport (AMT) 243
- AMTK 256: Metrolink LA (sold; disposition unknown)
- AMTK 258: Metra (Chicago metropolitan rail) METX 215
- AMTK 259: Panama Canal Railroad PCRC 1856
- AMTK 265: Maine Eastern Railroad 265 (now Transport Ferroviaire Tshiuetin TSH600)
- AMTK 269: Age of Steam Foundation, OHCR 460
- AMTK 270: Agence métropolitaine de transport (AMT) 270
- AMTK 280: CSXT 9998
- AMTK 281: Under restoration at the California State Railroad Museum, Sacramento
- AMTK 283: Algoma Central (division of Canadian National) Agawa Canyon Tour Train CN 105 (formerly Denver Ski Train SKTX 283)
- AMTK 287: Agence métropolitaine de transport (AMT) 287
- AMTK 288: CSXT 9999
- AMTK 289: Algoma Central (division of Canadian National) Agawa Canyon Tour Train CN 106 (formerly Denver Ski Train SKTX 289)
- AMTK 291: Maine Eastern Railroad 291 (now Transport Ferroviaire Tshiuetin TSH601)
- AMTK 295: Daily service on Grand Canyon Railway (GCRX 295)
- AMTK 305: Meridian, MS Public Safety and Training Facility
- AMTK 307: Under restoration at the North Carolina Transportation Museum, Spencer
- AMTK 308: MNCR 4193 (converted to F40PH-2CAT)
- AMTK 310: MNCR 4194 (converted to F40PH-2CAT)
- AMTK 313: Panama Canal Railway PCRC 1857
- AMTK 315: TANX 315, acquired by NCDOT for passenger service between Raleigh and Charlotte (the Piedmont); in storage after failing FRA inspection
- AMTK 319: Agence métropolitaine de transport (AMT) 319
- AMTK 332: Nashville Music City Star (MCS 120)
- AMTK 334: Panama Canal Railway PCRC 1865
- AMTK 338: Metrolink LA (sold; disposition unknown)
- AMTK 348: Age of Steam Foundation, OHCR 452
- AMTK 354: Panama Canal Railway PCRC 1859, was also leased to Florida Fun Train
- AMTK 358: Panama Canal Railway PCRC 1858, was also leased to Florida Fun Train
- AMTK 363: Tri-Rail 810 (converted, with separate HEP generator)
- AMTK 365: VRE V33
- AMTK 372: Agence métropolitaine de transport (AMT) 372
- AMTK 374: Panama Canal Railway PCRC 1860, was also leased to Florida Fun Train
- AMTK 375: Metra (Chicago metropolitan rail) METX 216
- AMTK 376: TANX 376, acquired by NCDOT for the Piedmont. Leased as freight unit; in storage after failing FRA inspection
- AMTK 379: Tri-Rail 811 (converted, with separate HEP generator)
- AMTK 381: Nashville Music City Star; NERR/MCS 381 (on lease from NERR)
- AMTK 386: Panama Canal Railway PCRC 1862
- AMTK 390: CSXT 9992
- AMTK 393: Panama Canal Railway PCRC 1864
- AMTK 395: CSXT 9993
- AMTK 396: Metrolink LA (SCAX 800)
- AMTK 397: Panama Canal Railway PCRC 1863
- AMTK 398: Nashville Music City Star (MCS 121)
- AMTK 399: Nashville Music City Star (MCS 122)
- AMTK 400: Agence métropolitaine de transport (AMT) 400
- AMTK 406: Amtrak Exhibit Train NPCU
- AMTK 411: Agence métropolitaine de transport (AMT) 411, formerly GO Transit 511
- AMTK 415: Panama Canal Railway PCRC 1861, formerly GO Transit 515
In 2007, Via Rail awarded CAD Railway Industries a CAD $100 million contract to rebuild its F40PH-2 fleet. The rebuild program (due for completion in 2012) included separate HEP generators, overhauled engines, a 3rd headlight addition, cab reconditioning, additional safety horns at the front, and repainting into the newer VIA scheme. The pilot unit, 6400, was the only one rebuilt without a separate HEP unit (and was subsequently wrecked before being upgraded). All other rebuilt VIA F40's feature a bulge at the rear for the new separate HEP unit, which was built out over the rear walkway. The new unit can now be seen on the Canadian $10 bill (since November 7, 2013)
- EMD F40PH
- EMD F40PHR
- EMD F40PH-2
- CAD/VIA F40PH-2D
- EMD F40PH-2C
- EMD F40PH-2CAT
- EMD F40PHM-2
- M-K F40PHL-2
- M-K F40PHM-2C
- MPI F40PH-2C
- MPI F40PH-3C
- McDonnell, Greg. Field Guide to Modern Diesel Locomotives. Kalmbach Books.
- Pinkepank, Jerry A.; Marre, Louis A. (1979). Diesel Spotters Guide Update. Kalmbach Books. pp. 71–72, 74, 76–77. ISBN 0-89024-029-9.
- "Photo: NRTX 381 Music City Star EMD F40PH at Lebanon, Tennessee by Jonathan Guy". Railpictures.net. Retrieved 2013-09-19.
- "Photo: NERR 381 Nashville & Eastern Railroad EMD F40PH at Mt Juliet, Tennessee by Jonathan Guy". Railpictures.net. 2006-11-04. Retrieved 2013-09-19.
- "VIA Rail Canada and CAD Railway Industries Ltd. Sign $100 Million, 5-year Contract to Rebuild 53 F-40 Locomotives" (PDF). Retrieved 2013-12-27.
- "Backgrounder:The locomotive rebuild program" (PDF). Retrieved 2013-12-27.
|Wikimedia Commons has media related to EMD F40PH locomotives.|
- Specification Sheet
- F40PH Preservation Society
- Amtrak Photo Archives
- VIA Rail F40PH Photo Archives
- "Diesels on the Northeast Corridor"