EMD F40PH

The EMD F40PH is a four-axle 3,000–3,200 hp Passenger locomotive built by General Motors Electro-Motive Division. It all started on May 8, 1975 with Amtrak ordering its first 30 F40PHs After the failure of the Big EMD SDP40F.

## History

Amtrak ordered its first 30 F40's on May 8, 1975; the first of the new locomotives entered service on April 9 the following year. Amtrak Had the locomotives on/for short routes such as the *San Diegan* in California and Northeast Corridor services in the then non-electrified portion between New Haven, Connecticut and Boston, Massachusetts.

Two events led to a major change in thinking within Amtrak. The first was a sharp decline in the mechanical reliability of the EMD SDP40F, including several derailments. The second was the unusually Harsh winter of 1976-1977, which sidelined many of Amtrak's aging steam-heated coaches. Amtrak suspended numerous routes and pressed the new HEP-equipped Amfleet I coaches, designed for short runs, into service. The F40PH, with its built-in Head End Power (HEP) generator, was the better choice to haul these trains.

The F40PH Was Later Adopted at there Long-Term Choice as the F40PH Began to Replace the SDP40F's On Longer Trains.

## Amtrak F40 Replacement and Retirement

In the 1990's Amtrak was Looking for another New Locomotive that could do it all, The Answer was the AMD-103 (GE P40DC) However a Delay Happed and GE Built the GE Dash 8-32BWH as a Stop-Gap, The Dash 8's and F40PH's Worked Togetter for a Bit till the P40 Entered Service, Amtrak was Slowly Replacing the F40's with P40's in 1993 and the P42DC in 1996.

Due to the VIA Rail Crew's not Knowing the Stuff of the P42DC, The F40PH Was Assigned to the Maple Leaf, Till they got there own P42's In 2001.

## **Variants**

The longevity of the F40PH has led to numerous conversions, rebuildings, and remanufacturings. In some instances new locomotives were assembled using EMD components. Several transit agencies lengthened their locomotives to include a separate HEP generator.

## Amtrak F40PHR

As problems with the EMD SDP40F mounted, Amtrak adopted the F40PH as its long-term solution nationwide for diesel service. In the spring of 1977 Amtrak traded 40 SDP40Fs back to EMD; components including the prime mover were installed into an F40PH's frame. The 40 rebuilt locomotives were designated **F40PHR** and were identical to new-build F40PHs, incorporating the larger fuel tank and more powerful HEP generator which had become standard. Amtrak ultimately acquired 132 F40PHRs in this manner, which combined with new orders between 1975 and 1988, and the purchase of six GMD F40PHs from GO Transit in 1990, led to a fleet of 216 locomotives, the country's largest fleet.

## Metra F40C

In 1974 two local agencies, the North West Suburban Mass Transit District and the North Suburban Mass Transit District funded the acquisition of 15 F40Cs for use on the Milwaukee lines. The locomotives passed to Metra on the latter's creation in the 1980s but continued to operate on the ex-Milwaukee lines.

The F40C was withdrawn from regular service with the arrival of new MPI MP36PH-3S locomotives in 2003–2004. However after problems with the MPI MP36PH-3Ss In 2005, 611 And 614 Reentered Service for a while.

In the spring of 2009, 611 and 614 were returned to revenue service on both of Metra's ex-Milwaukee Road commuter lines between 2009 and 2012. This was done while the oldest units in Metra's EMD F40PH fleet were being rebuilt. there was an increased likelihood that the 611 and the 614 will be put back into service.

While they have not seen service since 2012, the two units remain listed on the roster, it is unknown what will happen to them

## Metra F40PH-2

Chicago's Regional Transportation Authority (RTA) was the first commuter rail operator to order F40PH a forerunner to Metra, who ordered 74 between 1977 and 1983. Metra ordered 41 more between 1988 and 1992 They are the F40PH-2 However they were Rebuilt to F40PH-3, Some However (Being Units 150-172) have Not been Rebuilt and are still F40PH-2's.

## MBTA F40PH-2C

MBTA's 17 Units were Delivered in 1987 as the F40PH-2C Using a separate engine to drive the HEP generator, However 7 More Units did Get Delivered a Year Later. In 1991 MBTA Bought More F40PH's, They Were Built by Morrison-Knudson, a company specializing in building 'knock-offs' and rebuilding locomotives as the F40PHM-2C. MK would continue production of this variant after the original F40PH was discontinued Up Till 1993.

Between 2001 and 2003 the F40's Were Given a Rebuild by MotivePower of Boise, ID, Though between 2019 and 2023 They Were Rebuilt again in by MPI/Wabtec to a F40PH-3C

## VIA Rail F40PH-2D

The F40PH locomotives were purchased to allow for the retirement of much of VIA's run-down and antiquated locomotives that they received from CN and CP. The fleet was meant to become the primary long-distance motive power for VIA, with the LRC locomotives providing the bulk of the Corridor service. Three orders were made for a total of 59 units, with deliveries occurring in 1986, 1987, and 1989. Like most EMD locomotives destined for the Canadian market, they were built at the GMDD factory in London, ON. These units are amongst the last F40PH locomotives built, and are some of the most advanced. While they are classified as -2's, they are closer in technology to 50-series units, with radar wheelslip systems. Much as most other F40PH units, the HEP alternator was gear-driven from the prime mover, meaning that the prime mover must run at a constant RPM regardless of the speed of the actual locomotive. The "D" at the end of the model designation signifies the desktop control stand that the units are equipped with.

All Unit's Were Equipped with the K3L Horn, In 2011 the K5CA-LS was Equipped with the K3L. Most Started to get the K1L13 Horn in 2015 with 6428 being the Only one to have the K3L Left. However in Q4 2022 6420 Also Got a K3L Horn Replacing its Old K1L13 That was Fouled

(For the Delivery Livery That was Painted on the Engines from 1986 To 2000 it is shown here)

In the mid-2000s, the fleet was approaching 20 years of age, with heavy usage, and a major mid-life overhaul was required to keep the fleet in a good state of repair. 6400 was sent to CAD Railway Industries Lachine, Quebec to be used as a prototype for a major rebuild program, and was completed in 2006.

Features of the rebuild program included a new prime mover, new traction motors and electricals, plug-in layove

r system, and a computerized control and diagnostic system. Rebuilt units were also repainted in the new "Renaissance" livery, and received and extra high-output spot beam just below the main headlights.

Pleased with the performance of 6400, in late 2007 VIA announced that the rest of the fleet would be similarly rebuilt. CAD began the overhaul of eight locomotives at a time once the testing and debugging process was completed. All units were completed between 2009 and 2012. It is expected that rebuilt units will be able to provide another 15 years of reliable service.

VIA Still uses F40's into the 21st Century With the VIA SCV-42's Being on Trains 38, 28, 40, And 63 There are No Plans To Replace the F40's, When the SCV-42's Replace the P42's The F40PH's Will move to The Longer Trains.

WIP!!