EMD F40PH
| EMD F40PH | |
|---|---|
 Amtrak's F40PHR 315 with the California Zephyr exits Tunnel 17 near Newcastle , California, eastbound in 1995
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| Number: | 475 (EMD) 31 (MK / MPI) |
| Manufacturer: | GM Electro-Motive Division (EMD) General Motors Diesel (GMD) Morrison-Knudsen (MK) MotivePower Industries (MPI) |
| Year of construction (s): | 1975–1992 (EMD) 1988–1998 (MK / MPI) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 17.12 m |
| Height: | 4.76 m |
| Width: | 3.23 m |
| Top speed: | 166-177 km / h |
| Number of cylinders: | 16 |
| Motor type: | EMD 645E3 |
| Motor type: | V16 diesel |
The EMD F40PH is a four-axle diesel-electric locomotive design with 3000 to 3200 hp (2.2 to 2.4 MW) engine power, which was built by the General Motors Electro-Motive Division in several variants from 1975 to 1992. They were originally intended for use with passenger trains on Amtrak's shorter routes . However, after the EMD SDP40F locomotive type failed to prove itself at Amtrak, the F40PH became the backbone of Amtrak's diesel locomotive fleet. The F40PH was also widely used on commuter railways in the US and Via Rail Canada .
EMD built 475 F40PH locomotives themselves. 31 further copies of several F40PH variants were manufactured between 1988 and 1998 by Morrison-Knudsen (MK Rail) or MotivePower Industries under license and using EMD original parts, partly as a conversion of older locomotives of other EMD types.
Amtrak dumped its F40PH in favor of the GE Genesis in the mid-1990s , but the locomotives remain the mainstay of Via Rail's long-distance trains, and a picture of the locomotive hauling The Canadian was shown in the border series of the Canadian $ 10 series . The F40PH are still a common sight on many commuter routes in the United States and occasionally in front of freight trains. In addition, Amtrak has used several locomotives with extended drives as control cars.
background
When it was founded in 1971, Amtrak took over an aging and very different diesel locomotive fleet from its predecessor railways, which gave up passenger train service. They kept the newer locomotives for freight transport or the operation of the various suburban railways that were not legally transferred to Amtrak. To replace these locomotives, Amtrak ordered 150 SDP40F locomotives from EMD, which were put into service in 1973. They were supplemented by 25 P30CHs from GE in 1975. However, the SDP40F had design flaws. Problems with weight distribution led to a series of derailments in the mid-1970s. Due to the poor bogie design of the P30CH (and the electric GE E60CP), further orders for this unit throttled when Amtrak needed more short and medium-haul power in the spring of 1975.
construction
The design of the F40PH is based on the GP40-2 freight locomotive, from which the diesel-electric drive was adopted. The engine is a water-cooled V16 two-stroke diesel engine EMD 645E3 with exhaust gas turbocharger , the 3,000 hp (2237 kw) at 893 min -1 guaranteed. The traction generator converts the engine torque into electrical energy, which is distributed to the traction motors via a high-voltage cabinet. Each of the four traction motors drives a set of wheels. The gear ratio determines the maximum speed of the locomotive. The gear ratio is usually 57:20, which allows a top speed of 103 mi / h (166 km / h). Some Amtrak F40PHs came with a 56:21 ratio for 110 mi / h (177 km / h). The first 30 locomotives were built with a tank volume of 1500 gal (5678 l). All subsequent units, however, received a tank volume of 1800 gal (6814 l). Newly developed diesel engines with 3200 hp (2386 kW) power were installed in the F40PH-2 type, which was introduced in 1985 . Many of the original locomotives were converted to this engine. The locomotives are 56 ft, 2 in (17,120 mm) long and have a mass of 260,000 lb (117,934 t). The axle load is 29.5 t.
In contrast to pure freight locomotives, the F40PH has an additional generator for the energy supply of the wagon train. It generates three-phase alternating voltage with 480 V and an output of 500 kW. In units built later, the output was increased to 800 kW. Originally, this generator was also driven by the traction diesel engine, which required a constant engine speed of 893 min −1 , since no converter was provided. The power of the traction motors was controlled by varying the excitation of the traction generator. In some later versions of the F40PH and many converted F40s, an auxiliary diesel engine drives the heater generator. In locomotives equipped in this way, the speed of the drive diesel engine is regulated in the usual way. They can be recognized by the additional exhaust system at the end without the driver's cab and by the quieter idling. The F40 with constant diesel engine speed are noticeably louder.
In the original design, the battery box and compressed air tanks for the braking system were in front of the fuel tank. For locomotives manufactured after 1977, these were moved behind the tank. The battery box returned to its original place on the F40PH-2. The F40PH-2 delivered to Caltrain included Southern Pacific Railroad style headlights .
The designation "F40PH" stands for
- "F": full-width cowl carbody , that is a locomotive body without lateral circulations, which uses a large part of the vehicle boundary,
- "40": 40 series from EMD (based on the GP40-2 freight locomotive design),
- "P": passenger service , ie locomotive for passenger trains and
- "H": head-end power , the generation of electrical power for the train in the locomotive.
history
Amtrak ordered its first 30 F40PHs on May 8, 1975. The first of the new locomotives went into service on April 9 of the following year. Amtrak intended to use the locomotives for short distances such as the San Diegan in California and the Northeast Corridor in the then non-electrified section between New Haven , Connecticut and Boston , Massachusetts . Long-haul trains were hauled by the then new SDP40F from EMD, which J. David Ingles referred to as the "Stars of Amtrak long-distance trains" at the end of 1975. Two events significantly changed the way Amtrak thought. The first was a sharp rise in SDP40F failures, including several derailments. The second was the unusually cold winter of 1976–1977 ( Blizzard of '77 ), which many of Amtrak's steam-heated train units were unable to cope with. Amtrak discontinued numerous connections and the new Amfleet I trains with train bus, which were designed for short journeys, in service. The F40PH with heating generator were therefore well suited for this purpose.
As problems with the EMD SDP40F increased, Amtrak adopted the F40PH nationwide as a long-term solution for diesel operations. In the spring of 1977, Amtrak returned 40 SDP40F to manufacturer EMD. Some of the components of these locomotives, including the diesel engines, were fitted into car bodies from F40PH. The 40 rebuilt locomotives were named F40PHR, they were identical to the newly built F40PH, which included the larger fuel tank and more powerful generator for the train bus that had become standard. Amtrak eventually acquired 132 F40PHRs this way, which together with new orders between 1975 and 1988 and the purchase of six GMD F40PHs from GO Transit in 1990 resulted in a fleet of 216 locomotives. The first local transport operator to order F40PH locomotives was the Regional Transportation Authority (RTA) in Chicago, a forerunner of Metra , which procured 74 vehicles between 1977 and 1983. Metra ordered 41 more between 1988 and 1992. Other railroad companies that acquired F40PH were the Massachusetts Bay Transit Authority (MBTA), Caltrain , GO Transit , New Jersey Transit, and Via Rail Canada . Finally, the railway construction company Speno ordered 4 units. In total, EMD built 449 locomotives, including the F40PHR made with parts of the SDP40F.
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The F40PH have been shown to be reliable for Amtrak. In the early 1990s, only four units were retired; the locomotive was the focus of Amtrak's advertising. The Trains Magazine estimated that each F40PH back put average to (km 282 000) to 175 000 ml per year. Amtrak began replacing the F40PH with GE's Dash 8-32BWH in 1991. From 1993 locomotives of the type P40DC from GE and from 1996 P42DC were added. Most of the F40PH's were shut down in 2000; the last scheduled use was in December 2001 on the Maple Leaf. Via Rail will continue to use type F40PH locomotives. Between 2007 and 2012 Via technically upgraded its entire F40PH fleet for 100 million CAD . The conversion program included new generators for the train busbar, overhauled engines, a third headlight, overhaul of the driver's cab, additional front macrofones and a paint job in the newer VIA scheme. The converted 6403 locomotive, which pulls the Canadian through the Rocky Mountains , has been featured on the back of the redesigned Canadian ten-dollar bill since 2013 (the actual 6403 was later renumbered 6459). As of 2018, VIA has 53 such locomotives in service. These locomotives are complemented by GE's P42DC, which was delivered in 2001. Three Amtrak F40PHs have survived: the 231 is owned by Dynamic Rail Preservation in Boulder City , Nevada , the 281 is in the California State Railroad Museum, and the 307 is in the North Carolina Transportation Museum.
variants
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The longevity of the F40PH has led to numerous modifications and refurbishments. Several railway companies have expanded their locomotives with a separate generator for the train busbar. These are called F40PH-2 C and F40PH- CAT referred to, wherein Cummins or Caterpillar generators were used. The F40PH-2C is significantly heavier than the original design, weighing 282,000 lb (127.913 t). The F40PH-2D used by Via Rail received special adaptations for operation in Canada, including special side lights for illumination next to the tracks. The last 30 Metra locomotives, designated F40PHM-2 and F40PHM-3 , were built with a sloped cabin similar to the experimental EMD F69PHAC. The streamlined appearance was nicknamed " Winnebago ". The four Speno locomotives with the designation F40PH-2M were delivered without a turbocharger, which reduced the power to 2000 hp (1491 kW). The five EMD GP40 locomotives converted by Morrison-Knudsen for Tri-Rail in 1988 were designated as F40PHL-2 . Progress Rail rebuilt 41 Metra units with overhauled engines, rebuilt traction motors and computer-controlled traction control. These were named F40PH-3 .
After retirement, Amtrak converted some of the locomotives into baggage or control cars. Colloquially they are referred to as "Cabbage" (a portmanteau made up of cabin "cabin" and baggage "luggage") and officially as non-powered control units (NPCUs ). The drive equipment has been removed from these units and large roller doors have been installed on the side (so that the former engine compartment can be used for luggage). Amtrak converted 22 locomotives accordingly between 1996 and 2007. Each rebuilt unit was redrawn by prefixing the original number with “90”. In 2011, the F40PH 406 was converted into an NPCU to enable push-pull operation of the Amtrak exhibition train for the 40th anniversary. In addition, a diesel generator was installed to supply auxiliary power. In contrast to other NPCU, the 406 kept its original number and looks similar to an operational F40PH. Some F40PH were used in freight traffic after appropriate adjustments. The F40M-2F , which service the San Luis and Rio Grande Railroad and earlier the Canadian American Railroad , were set to a top speed of 65 mi / h (105 km / h) and with an increased tank capacity of 2900 gal (10,978 l) equipped. They were also fitted with a door, platform, and steps at the front.
Original owner
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The Electro-Motive Division manufactured 475 F40PH of all versions between 1975 and 1992. The orders for GO Transit and Via Rail Canada were placed with General Motors Diesel (GMD), the company's Canadian subsidiary. Morrison-Knudsen and his successor MotivePower Industries converted another 31 locomotives from older vehicles between 1988 and 1998.
| Railway company | Model | number | Locomotive numbers |
|---|---|---|---|
| Manufactured by EMD and GMD | |||
| Amtrak | EMD F40PH | 78 | 200-229; 270-279; 300-309; 332-359 |
| Amtrak | EMD F40PHR | 132 | 230-269; 280-299; 310-331; 360-400; 401-409 |
| Caltrain | EMD F40PH-2 | 20th | 900-919 |
| GO transit | GMD F40PH | 6th | 510-515 |
| Massachusetts Bay Transportation Authority | EMD F40PH | 18th | 1000-1017 |
| Massachusetts Bay Transportation Authority | EMD F40PH-2C | 26th | 1050-1075 |
| METRA | EMD F40PH-2 | 11 | 174-184 |
| METRA | EMD F40PHM-2 | 30th | 185-214 |
| NJ transit | EMD F40PH | 17th | 4113-4129 |
| Regional Transportation Authority | EMD F40PH | 74 | 100-173 |
| Speno | EMD F40PH-2M | 4th | S1-S4 |
| Via Rail Canada | GMD F40PH-2 | 59 | 6400-6458 |
| Manufactured by Morrison-Knudsen and Motive Power | |||
| Altamont Commuter Express | MPI F40PH-3C | 6th | 3101-3106 |
| Caltrain | MPI F40PH-2C | 3 | 920-922 |
| Coaster | MK F40PH-2C | 5 | 2101-2105 |
| Massachusetts Bay Transportation Authority | MK F40PHM-2C | 12 | 1025-1036 |
| Tri-Rail | MK F40PHL-2 | 5 | 801-805 |
| Tri-Rail | MK F40PH-2C | 3 | 807-809 |
| All in all | 509 | ||
Web links
Individual evidence
- ^ Brian Solomon: Field Guide to Trains: Locomotives and Rolling Stock . Voyageur Press, 2016, ISBN 978-0-7603-4997-7 , pp. 34 (English): "In the 1990s, MK Rail / Motive Power Industries' Boise Locomotives constructed F40PH-3Cs [...] These use most of the same fundamental components of the EMD-built locomotives"
- ^ Brian Solomon: North American Locomotives: A Railroad-by-Railroad Photohistory . Voyageur Press, 2012, ISBN 978-1-61058-685-6 , pp. 156 (English): “12 [MBTA F40PH] were built in 1992 and 1993 by Boise-based MK Rail using EMD primary components”
- ^ VIA Rail Canada and CAD Railway Industries Ltd. Sign $ 100 Million, 5-year Contract to Rebuild 53 F-40 Locomotives - Contract impacts 70% of VIA's locomotive fleet, strengthens reliability and further improves environmental performance -. Retrieved June 23, 2020 .
- ↑ NEW LIFE FOR VIA'S F-40 FLEET. Retrieved June 23, 2020 .
- ↑ More plastic for your wallet: A look at Canada's new polymer bills. Retrieved June 23, 2020 .
- ^ Locomotives - F40PH-2 | VIA Rail. Retrieved June 23, 2020 (English).
- ↑ Alex, he D. Mitchell IV | January 6, 2019: Historic diesels relocated from Utah to Nevada | Trains Magazine. Retrieved June 23, 2020 .
- ↑ On Track On Line - Amtrak F40s: Where Are They Now? Retrieved June 23, 2020 .
- ^ Exhibit Train Equipment History - Amtrak: History of America's Railroad. Retrieved June 23, 2020 .
- ↑ Wayback Machine. March 27, 2016, accessed June 23, 2020 .