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EMD F40PH
The EMD F40PH is a four-axle 3,000–3,200 hp (2.2–2.4 MW) B-B diesel-electric locomotive built by General Motors Electro-Motive Division in several variants from 1975 to 1992. Intended for use on Amtrak's short-haul passenger routes, it became the backbone of Amtrak's diesel fleet after the failure of the EMD SDP40F. The F40PH also found widespread use on commuter railroads in the United States and with VIA Rail in Canada. Additional F40PH variants were manufactured by Morrison-Knudsen and MotivePower between 1988 and 1998, mostly rebuilt from older locomotives.
Amtrak retired its fleet of F40PHs in the early-2000s in favor of the GE Genesis, but the locomotive remains the mainstay of VIA Rail's long-distance trains; a depiction of the locomotive hauling The Canadian is featured on the reverse of the Frontier series Canadian $10 bill. The F40PHs are still a common sight on many other commuter railroads throughout the United States. In addition, Amtrak has kept 22 of its F40PHs in use as non-powered control units.
Amtrak inherited an aging and mechanically incompatible fleet of diesel locomotives from various private railroads on its startup in 1971. The most modern locomotives remained in private hands for freight service, or to operate the various commuter services which, by law, did not pass to Amtrak. To replace these Amtrak ordered 150 EMD SDP40F locomotives, which began entering service in 1973. These were supplemented by 25 GE P30CHs which entered service in 1975. The SDP40F was a troubled design; problems with weight distribution led to a series of derailments in the mid-1970s. Meanwhile, the poor truck design of the P30CH (and the electric GE E60CP) curtailed further orders of that unit when Amtrak found itself needing more short- and medium-distance power in the spring of 1975.
The design of the F40PH was based on the EMD GP40-2 freight road switcher locomotive and shared that locomotive's turbocharged EMD 645E3 V16 cylinder, two-stroke, water-cooled diesel engine (prime mover). The prime mover developed 3,000 hp (2.2 MW) at 893 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, permitting a maximum speed of 103 mph (166 km/h). Some Amtrak F40PHs were delivered with a 56:21 gearing for 110 mph (177 km/h). The first 30 locomotives were built with a 1,500-US-gallon (5,700 L; 1,200 imp gal) fuel tank. Subsequent units were built with a 1,800-US-gallon (6,800 L; 1,500 imp gal) tank. Beginning with the EMD F40PH-2, introduced in 1985, the prime mover developed 3,200 horsepower (2.4 MW). Many of the original F40PHs were updated to match that output. The locomotives were 56 feet 2 inches (17.12 m) long. A standard F40PH weighs 260,000 lb (120,000 kg).
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 prime mover. As a result of that, the train had to be at a constant 60 Hz frequency, and the prime mover had to turn at a constant 893 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 auxiliary 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, are noticeably louder.
In the initial design the battery box and air reservoirs were located forward of the fuel tank. In locomotives manufactured after 1977 these were relocated behind the tank. The battery box returned to its original location in the F40PH-2. The F40PH-2s delivered to Caltrain incorporated Southern Pacific Railroad-style headlights.
The designation "F40PH" stood for the following: "F" for the full-width cowl carbody, "40" as the locomotive is part of EMD's 40-series (based on the GP40-2 freight locomotive), "P" for passenger service, and "H" for head-end power.
Amtrak ordered its first 30 EMD F40PHs on May 8, 1975. The first of the new locomotives entered service on April 9, 1976. Amtrak intended the locomotives for short routes such as the San Diegan in California and Northeast Corridor services in the then non-electrified route portion between New Haven, Connecticut and Boston, Massachusetts.
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EMD F40PH AI simulator
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EMD F40PH
The EMD F40PH is a four-axle 3,000–3,200 hp (2.2–2.4 MW) B-B diesel-electric locomotive built by General Motors Electro-Motive Division in several variants from 1975 to 1992. Intended for use on Amtrak's short-haul passenger routes, it became the backbone of Amtrak's diesel fleet after the failure of the EMD SDP40F. The F40PH also found widespread use on commuter railroads in the United States and with VIA Rail in Canada. Additional F40PH variants were manufactured by Morrison-Knudsen and MotivePower between 1988 and 1998, mostly rebuilt from older locomotives.
Amtrak retired its fleet of F40PHs in the early-2000s in favor of the GE Genesis, but the locomotive remains the mainstay of VIA Rail's long-distance trains; a depiction of the locomotive hauling The Canadian is featured on the reverse of the Frontier series Canadian $10 bill. The F40PHs are still a common sight on many other commuter railroads throughout the United States. In addition, Amtrak has kept 22 of its F40PHs in use as non-powered control units.
Amtrak inherited an aging and mechanically incompatible fleet of diesel locomotives from various private railroads on its startup in 1971. The most modern locomotives remained in private hands for freight service, or to operate the various commuter services which, by law, did not pass to Amtrak. To replace these Amtrak ordered 150 EMD SDP40F locomotives, which began entering service in 1973. These were supplemented by 25 GE P30CHs which entered service in 1975. The SDP40F was a troubled design; problems with weight distribution led to a series of derailments in the mid-1970s. Meanwhile, the poor truck design of the P30CH (and the electric GE E60CP) curtailed further orders of that unit when Amtrak found itself needing more short- and medium-distance power in the spring of 1975.
The design of the F40PH was based on the EMD GP40-2 freight road switcher locomotive and shared that locomotive's turbocharged EMD 645E3 V16 cylinder, two-stroke, water-cooled diesel engine (prime mover). The prime mover developed 3,000 hp (2.2 MW) at 893 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, permitting a maximum speed of 103 mph (166 km/h). Some Amtrak F40PHs were delivered with a 56:21 gearing for 110 mph (177 km/h). The first 30 locomotives were built with a 1,500-US-gallon (5,700 L; 1,200 imp gal) fuel tank. Subsequent units were built with a 1,800-US-gallon (6,800 L; 1,500 imp gal) tank. Beginning with the EMD F40PH-2, introduced in 1985, the prime mover developed 3,200 horsepower (2.4 MW). Many of the original F40PHs were updated to match that output. The locomotives were 56 feet 2 inches (17.12 m) long. A standard F40PH weighs 260,000 lb (120,000 kg).
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 prime mover. As a result of that, the train had to be at a constant 60 Hz frequency, and the prime mover had to turn at a constant 893 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 auxiliary 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, are noticeably louder.
In the initial design the battery box and air reservoirs were located forward of the fuel tank. In locomotives manufactured after 1977 these were relocated behind the tank. The battery box returned to its original location in the F40PH-2. The F40PH-2s delivered to Caltrain incorporated Southern Pacific Railroad-style headlights.
The designation "F40PH" stood for the following: "F" for the full-width cowl carbody, "40" as the locomotive is part of EMD's 40-series (based on the GP40-2 freight locomotive), "P" for passenger service, and "H" for head-end power.
Amtrak ordered its first 30 EMD F40PHs on May 8, 1975. The first of the new locomotives entered service on April 9, 1976. Amtrak intended the locomotives for short routes such as the San Diegan in California and Northeast Corridor services in the then non-electrified route portion between New Haven, Connecticut and Boston, Massachusetts.