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The EMD F40PH is a four-axle 3,000–3,200 hp (2.2–2.4 MW)B-Bdiesel-electriclocomotive built byGeneral MotorsElectro-Motive Division in several variants from 1975 to 1992. Intended for use onAmtrak's short-haul passenger routes, it became the backbone of Amtrak's diesel fleet after the failure of theEMD SDP40F. The F40PH also found widespread use on commuter railroads in the United States and withVIA Rail in Canada. Additional F40PH variants were manufactured byMorrison-Knudsen andMotivePower between 1988 and 1998, mostly rebuilt from older locomotives.
Amtrak retired its fleet of F40PHs in the early-2000s in favor of theGE Genesis, but the locomotive remains the mainstay of VIA Rail's long-distance trains; a depiction of the locomotive haulingThe Canadian is featured on the reverse of theFrontier seriesCanadian $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 asnon-powered control units.[2]
Amtrak inherited an aging and mechanically incompatible fleet of diesel locomotives fromvarious private railroads on its startup in 1971. The most modern locomotives remained in private hands for freight service, or to operate the variouscommuter services which, by law, did not pass to Amtrak.[3] To replace these Amtrak ordered 150EMD SDP40F locomotives, which began entering service in 1973. These were supplemented by 25GE 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.[4] Meanwhile, the poortruck design of the P30CH (and the electricGE E60CP) curtailed further orders of that unit when Amtrak found itself needing more short- and medium-distance power in the spring of 1975.[5]
The design of the F40PH was based on theEMD GP40-2 freightroad switcher locomotive and shared that locomotive'sturbochargedEMD 645E3 V16 cylinder, two-stroke, water-cooleddiesel 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 ahigh voltage cabinet to thetraction motors. Each of the four traction motors is geared to a pair ofdriving wheels; the gear ratio determines the maximum speed of the locomotive.[6] A standard F40PH has a gear ratio of 57:20, permitting a maximum speed of 103 mph (166 km/h).[7] Some Amtrak F40PHs were delivered with a 56:21 gearing for 110 mph (177 km/h).[8] 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 theEMD 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.[9] The locomotives were 56 feet 2 inches (17.12 m) long.[10] A standard F40PH weighs 260,000 lb (120,000 kg).[1]
For passenger service the F40PH has another electrical alternator, thehead-end generator. The HEP unit generatesthree-phaseAC power at 480V (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.[8] 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.[11]
In the initial design the battery box andair 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.[12] The F40PH-2s delivered toCaltrain incorporatedSouthern Pacific Railroad-style headlights.[13]
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.[14]
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 theSan Diegan in California andNortheast Corridor services in the then non-electrified route portion betweenNew Haven, Connecticut andBoston, Massachusetts.[5]
The long-distance routes were protected by the then-newEMD SDP40F, described by J. David Ingles in late 1975 as the "stars of Amtrak's long-distance trains".[15] However, two events led to a major change in thinking within Amtrak regarding the EMD SDP40F. The first event was a sharp decline in the mechanical reliability of the EMD SDP40F, including several derailments. The second event was theunusually harsh winter of 1976–1977, which sidelined many of Amtrak's aging steam-heated coaches. Amtrak suspended numerous routes and pressed the newHEP-equippedAmfleet I coaches, designed for short runs, into service. The F40PH, with its built-in HEP generator, was the natural choice to haul these coaches.[8] As problems with the EMD SDP40F mounted, Amtrak adopted the F40PH as its long-term solution nationwide for diesel engine service.
In the spring of 1977 Amtrak traded 40 EMD SDP40Fs back to EMD. Components including the prime mover were installed into an EMD F40PH frame. The 40 rebuilt locomotives, designatedF40PHR, were identical to new-build EMD F40PHs, incorporating the larger fuel tank and more powerful HEP generator which had become standard.[16]
Amtrak ultimately acquired 132 F40PHRs in this manner — which combined with new orders between 1975 and 1988 and with the purchase of six GMD F40PHs from GO Transit in 1990 — led to a fleet of 216 locomotives, the country's largest fleet.[17][note 1]
The first commuter rail operator to order F40PHs was Chicago'sRegional Transportation Authority (RTA), a forerunner toMetra, who ordered 74 between 1977 and 1983. Metra ordered 41 more between 1988 and 1992. Other agencies who bought the F40PH included theMassachusetts Bay Transit Authority (MBTA) (18),Caltrain (20),GO Transit (6),New Jersey Transit (17), andVIA Rail (59). Finally, the rail construction firmSpeno ordered four. In total EMD built 449 locomotives, including the F40PHR trade-ins.[17]
The F40PH performed well for Amtrak: at the start of the 1990s only four had been retired due to wrecks. The locomotive was at the center of Amtrak's advertising.[20]Trains magazine estimated that on average, each F40PH traveled as many as 175,000 miles (282,000 km) a year.[21]
Amtrak began replacing the F40PH with theGE Dash 8-32BWH in 1991, theGE P40DC in 1993, and theGE P42DC in 1996.[22] All were retired by 2001 with the arrival of the last P42DC,[20] and their last regular assignment was on theMaple Leaf in December 2001.[23] ThePanama Canal Railway acquired several ex-Amtrak F40PHs for both freight and passenger service; the 480V head-end power matched the voltage used by the refrigeration inMaersk Sealand containers.[24]
The EMD F40PH has continued to serve VIA Rail into the 21st century: between 2007 and 2012 VIA refurbished its entire fleet forCAD$100 million.[25] The rebuild program included separate HEP generators, overhauled engines, a third headlight addition, cab reconditioning, additional safety horns at the front, and repainting into the newer VIA scheme.[26] Rebuilt locomotive No. 6403, pulling theCanadian through theRocky Mountains, was included on the back of the redesignedCanadian ten-dollar note in 2013 (The actual 6403 was later renumbered to 6459.)[27] As of 2018, VIA has 53 such EMD F40PH locomotives in service.[28] VIA started another round of rebuilding for 39 F40PH-2D locomotives in 2024, with the goal of extending their lifespan to 2035.[29] These F40PH locomotives are now supplemented byGE P42DC locomotives delivered in 2001 and bySiemens SCV-42 locomotives delivered in 2023.
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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. These were designatedF40PH-2C andF40PH-2CAT whereCummins andCaterpillar generators were used, respectively.[30] The F40PH-2C was considerably heavier than the standard design, weighing 282,000 lb (128,000 kg).[1] TheF40PH-2D, employed by Via Rail, had special customizations for operating in Canada, includingditch lights.[31] Metra's last 30 locomotives, designatedF40PHM-2 (now rebuilt asF40PHM-3), were built with a sloped cab similar to the experimentalEMD F69PHAC. The streamlined appearance acquired the nickname "Winnebago."[30] Speno's four locomotives, designatedF40PH-2M, were delivered withoutturbochargers, limiting power output to 2,000 horsepower (1,500 kW).[30] The fiveEMD GP40 locomotives Morrison-Knudsen rebuilt for Tri-Rail in 1988 were designatedF40PHL-2.[17]Progress Rail rebuilt 41 Metra units with remanufactured engines, rebuilt traction motors and microprocessor traction control. These have been designated theF40PH-3.[32] The MBTA's dozenF40PHM-2C locomotives were built new by MotivePower using EMD components, as were the sixF40PH-3C locomotives of theAltamont Commuter Express.[33][34] The MBTA's F40PH-2C and F40PHM-2 locomotives were later rebuilt by MotivePower intoF40PH-3C locomotives starting in 2019.[35][36]
As Amtrak's F40PH fleet was replaced by newerGE Genesis-series locomotives, Amtrak converted a number of the retired units intobaggage/cab cars. Colloquially known as "cabbages" (aportmanteau of "cab" and "baggage"), and officially known asNon-Powered Control Units (NPCUs), these units had their diesel engines, traction motors, and mainalternators removed, as well as a large roll-up door installed in the side (allowing the former engine compartment to be used for baggage).[37] Amtrak converted 22 locomotives into cabbage cars between 1996 and 2007. Each converted unit was renumbered by prefixing "90" to its original number.[2] In 2011, Amtrak converted F40PH No. 406 (later renumbered 90406) to an NPCU to enablepush-pull operation of Amtrak's 40th-anniversary exhibit train; in addition, a HEP generator was installed to supply auxiliary power. However, unlike other NPCUs, it resembles an operational F40PH externally.[38]
Some F40PHs found their way into freight service, after suitable modifications. TheF40M-2F, which runs on theSan Luis and Rio Grande Railroad and formerly theCanadian American Railroad, was regeared for a maximum speed of 65 miles per hour (105 km/h) and given an enlarged 2,900 US gallons (11,000 L; 2,400 imp gal) fuel tank. It was also fitted with a door, platform, and steps at the front.[39] One unit, 450, was acquired byWestern Maryland Scenic Railroad in 2018.[40]
In 2023-2024, Rolling Stock Solutions, an American locomotive leasing company, rebuilt several F40PH locomotives for leasing to commuter rail operators and dubbed them theF40PH-4C.[41] These feature a remanufactured Tier 0+ prime mover (EMD 16-645E3B) and a separate Tier 4 HEP generator, as well as microprocessor controls.[42] The first of these locomotives, numbered "1001", was unveiled in Boston in mid-October 2024.[43]
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Electro-Motive Division manufactured 475 F40PHs of all types between 1975 and 1992. The orders for GO Transit and VIA Rail Canada were built byGeneral Motors Diesel (GMD), the company's Canadian subsidiary. Morrison-Knudsen (M-K) and its successorMotivePower (MPI) remanufactured another 31 locomotives between 1988 and 1998.[17]
| Railroad | Model | Quantity | Road numbers |
|---|---|---|---|
| Altamont Corridor Express | MPI F40PH-3C | 6 | 3101–3106 |
| Amtrak | EMD F40PH | 78 | 200–229; 270–279; 300–309; 332–359 |
| EMD F40PHR | 132 | 230–269; 280–299; 310–331; 360–400; 401–409 | |
| Caltrain | EMD F40PH-2 | 20 | 900–919 |
| MPI F40PH-2C | 3 | 920–922 | |
| Coaster | M-K F40PHM-2C | 5 | 2101–2105 |
| GO Transit | GMD F40PH | 6 | 510–515 |
| Massachusetts Bay Transportation Authority | EMD F40PH | 18 | 1000–1017 |
| EMD F40PH-2C | 26 | 1050–1075 | |
| M-K F40PHM-2C | 12 | 1025–1036 | |
| Metra | EMD F40PH-2 | 11 | 174–184 |
| EMD F40PHM-2 | 30 | 185–214 | |
| NJ Transit | EMD F40PH | 17 | 4113–4129 |
| Regional Transportation Authority | EMD F40PH | 74 | 100–173 |
| Speno | EMD F40PH-2M | 4 | S1–S4 |
| Tri-Rail | M-K F40PHL-2 | 5 | 801–805 |
| M-K F40PH-2C | 3 | 807–809 | |
| VIA Rail | GMD F40PH-2 | 59 | 6400–6458 |
| Total | 509 |
Three ex-Amtrak F40PHs have been preserved:
Two Coaster F40PHM-2C locomotives have been preserved:No. 2103 at thePacific Southwest Railway Museum andNo. 2105 at theSouthern California Railway Museum.[48][49] In October 2024, the Southern California Railway Museum began fundraising in hopes of preserving a non-rebuilt Caltrain F40PH-2 locomotive.[50]
As some of you eagle eyed enthusiasts may have already noticed, our long awaited first locomotive RSTX 1001 is official on its way to Boston! Come see it debut on October 14th to 16th in South Station during the Commuter Rail Coalition Summit!
