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EMD F40PH

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EMD F40PH series
Metra F40PH 120
Type and origin
Power typeDiesel-electric
BuilderGM Electro-Motive Division (EMD)
General Motors Diesel (GMD)
Build date1976 – 1992
Specifications
Configuration:
​
 • AARB-B
Gauge4 ft 8+1⁄2 in (1,435 mm)
Prime moverEMD 645E3
CylindersV16
Performance figures
Power output3,000–3,200 hp (2.2–2.4 MW)
Career
Nicknames"screamer"
"screaming thunderbox"

The General Motors Electro-Motive Division model F40PH is a 4-axle 3,200 hp (2.4 MW) B-B diesel-electric locomotive intended for passenger service, built from 1976 onwards.

History

The F40PH series was originally intended to haul short to medium-length trains on Amtrak's shorter routes; soon after it entered service it also began to replace the long-distance EMD SDP40F, Amtrak's first new locomotive model, which was under a cloud after a derailment or two and reports of rough riding. The F40 was based on the proven EMD GP40 series freight locomotives using a two axle truck of known reliability. (The term "F40" by itself can lead to confusion, because the first locomotive to bear that designation was the F40C, a passenger C-C locomotive derived from the SD40-2, similar to the SDP40F but with a HEP generator.)

While Amtrak's initial order for thirty F40PH locomotives specified 3,000 horsepower (2.2 MW), the next order (from the Chicago RTA, later to become known as Metra) increased that specification to 3,200 horsepower (2.4 MW), which was the norm for most orders afterwards. Amtrak's earlier units were later uprated to this specification as well. A notable exception are the units purchased and operated by Via Rail Canada, which are rated at 3,000–3,200 horsepower (2.2–2.4 MW). The F40PH was purchased by many commuter railroads, such as the MBTA, Tri-Rail, CalTrain, NJ Transit and GO Transit; all except GO Transit still operate these locomotives. Amtrak's large fleet of F40PH-type locomotives has largely been retired, scrapped, or sold following the purchase of GE Genesis passenger locomotives in the late 1990s and early 2000s. The largest fleet of these locomotives now operates in the Chicago metropolitan area on the Metra system, and totals 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 which totals 54 units.

Dozens of F40PH units remain in service on various tourist and freight railroads, such as CSX (for use on business trains), the Grand Canyon Railway and the Algoma Central Railway.

Commuter agency Metrolink purchased four second hand from Amtrak with hopes 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, and some continue to operate today, after receiving a front platform, made possible by shortening the nose.

Equipment

Metra EMD F40PHM-2 locomotive #206 near Stuart Field in Chicago

The F40PH is equipped with a turbocharged EMD 645E3 V16 cylinder, two-stroke, water-cooled diesel engine (prime mover) that develops 3,200 hp (2.4 MW) at maximum rpm. Due to the high-pitch generated from its EMD 645E3 prime movers, the units have often been nicknamed by railfans and crews alike as "screamers". The main (traction) generator converts mechanical energy from the prime mover into electricity that is distributed through a high voltage cabinet to the traction motors. Each of the four traction motors is directly geared to a pair of driving wheels. The gear ratio of the traction motors to wheel axle determines the maximum operating speed of the locomotive; a standard F40PH has a gear ratio of 57:20 which provides a top speed of 103 mph (166 km/h).

The F40PH has a fully enclosed carbody which provides a cleaner, somewhat more streamlined appearance than those of conventional hood unit type construction. While enroute, 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.

To support passenger service, the F40PH is equipped with a secondary electrical generator known as the head end generator. The HEP unit generates three-phase AC power at 480 V AC, 750 A or about 500 kW to provide power to the cars for lighting, heating, and air conditioning. Because head end power must be delivered to the rest of the trainset at a constant frequency, the prime mover in these locomotives must turn at a constant 900 rpm while delivering head end power (even if the locomotive is standing still). Power to the traction motors is controlled by varying the field excitation of the main (traction) generator.

Some later versions of the F40PH have a second small diesel engine at the rear of the locomotive driving the head end power generator. In these versions the prime mover can vary its speed depending on the amount of tractive effort needed. These locomotives can be identified by a small secondary diesel exhaust at the rear end of the locomotive, in addition to their quiet idle. The MPI version of the F40PH was built by Morrison-Knudsen.

Current state

Amtrak non-powered control unit (NPCU) No. 90219 leading the Blue Water into Kalamazoo, Michigan.
MN F40PH-2CAT 4192 enters Template:Njt-sta in Wayne, New Jersey.

Amtrak NPCU Conversions

In later years, as Amtrak's F40PH fleet was being replaced by the newer GE Genesis-series locomotives, Amtrak converted a number of the retired units—generally ones with major mechanical problems limiting their value in the resale or lease marketplace[citation needed]—into "Non-Power Control Unit" cab cars. Commonly 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. The units were renumbered into Amtrak's car-series numbers by adding "90" before the former locomotive number; thus, 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 found on the other conversions. The TALGO sets used on these trains have a dedicated baggage car, so these NPCUs are used as cab cars only.

Extant former Amtrak examples

There are currently a few ex-Amtrak locomotives that are in railroad museums, private owners and various commuter agencies; listed by Amtrak road number:

  • AMTK 231, owned by Chris Fussell/Friends of SP 4449 in Portland, OR.
  • AMTK 237, In Daily Service on the Grand Canyon Railway (GCRX 237).
  • AMTK 239, In Daily Service on the Grand Canyon Railway (GCRX 239).
  • AMTK 242, Denver Ski Train, SKTX 242
  • AMTK 243, Agence métropolitaine de transport (AMT) 243
  • AMTK 256, Metrolink LA (sold, unknown disposition)
  • 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, California State Railroad Museum in Sacramento, CA.
  • AMTK 283, Denver Ski Train, SKTX 283
  • AMTK 287, Agence métropolitaine de transport (AMT) 287
  • AMTK 288, CSXT 9999
  • AMTK 291, Maine Eastern Railroad 291, now Transport Ferroviaire Tshiuetin TSH601
  • AMTK 295, In Daily Service on the Grand Canyon Railway (GCRX 295).
  • AMTK 307, under restoration at the NCTM in Spencer, NC.
  • AMTK 308, MNCR 4193 (converted to F40PH-2CAT)
  • AMTK 310, MNCR 4194 (converted to F40PH-2CAT)
  • AMTK 315, Acquired by NCDOT for use on passenger train service between Raleigh and Charlotte known as the Piedmont.
  • AMTK 319, Agence métropolitaine de transport (AMT) 319
  • AMTK 332, Nashville Music City Star / MCS 120
  • AMTK 338, Metrolink LA (sold, unknown deposition)
  • AMTK 348, Age of Steam Foundation, OHCR 452
  • AMTK 363, Tri-Rail 810 (underwent conversion to add separate HEP generator)
  • AMTK 365, VRE V33
  • AMTK 372, Agence métropolitaine de transport (AMT) 372
  • AMTK 379, Tri-Rail 811 (underwent conversion to add separate HEP generator)
  • AMTK 381, Nashville Music City Star / NERR/MCS 381 (on lease from NERR)[1][2]
  • AMTK 390, CSXT 9992
  • AMTK 395, CSXT 9993
  • AMTK 396, Metrolink LA / SCAX 800
  • 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 411, Agence métropolitaine de transport (AMT) 411, ex GO Transit 511

Rebuilding

A rebuilt F-40 leads while an original unit follows.

In 2007, Via Rail awarded CAD Railway Industries a CAD100 million contract to rebuild its F-40s.[3] The rebuild program, which is due to finish in 2012, includes HEP generators, new engines, cruise control, cab air-conditioning, jump seat and microwave, sun screen and a new paint scheme.[4]

Variants

  • EMD F40PH
  • EMD F40PHR
  • EMD F40PH-2
  • EMD F40PH-2C
  • EMD F40PH-2CAT
  • EMD F40PHM-2
  • M-K F40PHL-2
  • M-K F40PHM-2C
  • MPI F40PH-2C
  • MPI F40PH-3C

See also

References

  1. ^ http://www.railpictures.net/viewphoto.php?id=288497&nseq=0
  2. ^ http://www.railpictures.net/viewphoto.php?id=164070
  3. ^ [http://www.viarail.ca/sites/all/files/media/pdfs/About_VIA/our-company/capital-investment-plan/MR071211E%20-%20F-40%20Rebuild%20Announcement.pdf VIA Rail Canada and CAD Railway Industries Ltd. Sign $100 Million, 5-year Contract to Rebuild 53 F-40 Locomotives]
  4. ^ Backgrounder:The locomotive rebuild program
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