F40PH - MagnumMacKivler/RLCPT2 GitHub Wiki
An Amtrak F40PH is fresh in Phase 2 paint. Photo credit Matt Donnelly
The F40PH was EMD's answer to the new age of passenger trains, after government-run Amtrak and VIA Rail assumed operation over the Class 1s' passenger service in the United States and Canada in the 1970s. The F40PH, based off the popular and successful GP40-2 4 axle freight locomotive, solved the need for a reliable replacement for rather problematic 6 axle locomotives (like Amtrak's P30CH and SDP40F fleet) and archaic streamline 4 axle locomotives (like VIA's FP9, and FPA-4 fleet).
A Metra F40PH sits in an Indiana Harbor Belt yard on May 13, 2013. Photo credit Deviantart user eyepilot13
The F40PH was also introduced during a time when many municipality-run commuter railroads were either starting from the ground up (Caltrain for example), or were cycling through used Class 1 power (like GO Transit). Many commuter railroads, including the two railroads afformentioned, along with New Jersey Transit, Metra, and the Massachusetts Bay Transportation Authority, purchased F40PH locomotives.
A Speno F40PHM-2, assigned to a rail grinder train, sits in Coquitlam, British Columbia on a September day in 1987. Photo credit Roger Puta
One final customer category was spearheaded by the Speno railroad maintenance and construction company; they purchased 4 F40PHM-2 (see Variants below) locomotives to be used on rail re-profiling trains (called rail grinder trains for the grinding heads used on the machinery to re-round the head of the rail). It is unclear why they chose a passenger locomotive for this task.
Variants
Multiple variants were made based on the F40PH platform, however only 5 were officially made by EMD/GMDD company:
-One came about after EMD was swamped with a surplus of SDP40F locomotives from Amtrak, and utilized components from them (like the engines, electronics, and others) to make F40PHR locomotives (with R for rebuilt); 132 were made.
-Another variant was an F40PH with 3200 horsepower versus 3000 HP, and was dubbed the F40PH-2. VIA Rail Canada and Metra purchases these locomotives.
-A third variant, called the F40PH-2M (M for Modified), lacked a turbocharger and was exclusively made for Speno. This locomotive only produced 2000 horsepower.
-A fourth variant was made with a separate Cummins generator for head end power; this locomotive is called an F40PH-2C; these were made for the Massachusetts Bay Transit Authority
-A final variant had a full nose cab window section, and was called the F40PHM-2; these locomotives were exclusively made for Metra, and were one of the last F40PH locomotive types made.
A Metra F40PHM-2, with a slanted cab window attached to the nose, sits in a Chicago railroad yard. Photo credit Gerald Putz.
In total, 475 F40PH and EMD variant locomotives were made between 1975 and 1992; 210 for Amtrak, 20 for Caltrain, 6 for GO Transit, 44 for MBTA, 58 for Metra, 17 for New Jersey Transit, 74 for the Regional Transportation Authority of Chicago (called RTA; became part of Metra), 59 for VIA Rail, and 4 for Speno.
PT-Specific Information
| General Info | - |
|---|---|
| Prime Mover | EMD 16-645E3 (1) |
| Horsepower | 3000 (2) |
| Truck Type | EMD "Blomberg" M |
| Axles | 4 |
| Traction Motors | 4 |
| Minimum Weight | 259,000 lbs (3) |
| Maximum Weight | 279,000 lbs ⚠ (3) |
| Model Base Speed | 79 MPH ⚠ |
| Top Speed | 103 MPH |
| Electrical System | - |
|---|---|
| Generator Max Current | 6000 Amps |
| Max Traction Motor (TM) Current | 1500 Amps |
| Max Continuous TM Current | 1050 Amps |
| Traction Motor Type | DC |
| Factor of Adhesion | 25% |
| Transition Mode | Automatic, no Selector |
| Transition Groups | 1 |
| Transition Shunts | 1 |
| Generator Transition | No |
| Traction Control | APR with sanding |
| Dynamic Braking (DB) Mode (if used) | Mechanical Blowers |
| DB Max Current | 700 Amps |
| DB Max Continuous Current | 700 Amps |
| Blended Braking | Yes |
| Miscellaneous | - |
|---|---|
| Head-End Power (HEP) | Yes (4) |
| HEP Power Consumption | 700 HP ⚠ (4) |
| HEP Standby/Run Mode | N4, N8 (4) |
| Load Ramp Speed | 2 Amps/Tick |
| TM Overload Protection | Yes |
| Starter Mode | Manual Primer, Manual Start |
| Air Brake Schedule | 26L |
| Compressor CFM | 254 (WBO @ 900 RPM) |
| Main Reservoir Volume | 33.8 Cubic Feet |
###Notes:
(1): F40PH-2Ms were not turbocharged and use a 16-645E engine.
(2): F40PH-2, F40PHM-2s, and F40PH-2C locomotives were upgraded to 3200 HP, while F40PH-2Ms were not turbocharged and were 2000 HP.
(3): F40PH-2C locomotives were equipped with seperate Cummins HEP engines and lengthened frames. The Minimum Weight is likely 270,000lbs, while the Maximum Weight is likely 290,000lbs.
(4): F40PH-2C locomotives used a seperate Cummins engine from the prime mover to provide HEP. Ergo, the locomotives themselves do not provide Head End Power.
⚠: Not verified or educated guess