EMD F40PH
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 Amtrak 345 pulls a passenger train through Porter, Indiana |
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 MN 4192 enters Wayne-Route 23 in Wayne, New Jersey. |
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| Power type | Diesel-electric |
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| Builder | General Motors Electro-Motive Division (GM-EMD) |
| Build date | 1976 – |
| AAR wheel arr. | B-B |
| UIC classification | B'B' |
| Gauge | 4 ft 8½ in (1,435 mm) |
| Prime mover | EMD 645E3 |
| Cylinders | V16 |
| Top speed | 103 mph (166 km/h) |
| Power output | 3,000 hp (2.2 MW) |
| Locomotive brakes | Straight air |
| Train brakes | 26-L air |
| Nicknames | "screamers" "screaming thunderbox" |
| WikiProject Trains {{Infobox Locomotive Auto}} |
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The General Motors Electro-Motive Division model F40PH is a 3000 horsepower (2.2 MW) B-B diesel-electric locomotive intended for service on Amtrak's intercity lines, built from 1976 onwards.
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[edit] History
Introduction of the F40PH series was spurred as a replacement for the EMD SDP40F type, Amtrak's first series of locomotives built new for them since inception in 1971. In some derailments the "hollow bolster" design of the SDP40F three axle truck became suspect as a possible cause. This led to the introduction of the F40PH, based on the proven EMD GP40 series freight locomotives using a two axle truck of known reliability. (The term "F40" by itself can lead to confusion, because the first locomotive to bear that designation was the F40C, a passenger C-C locomotive derived from the SD40-2, ostensibly similar to the SDP40F but with an HEP generator.)
In later years, as Amtrak's F40PH fleet was being replaced by the newer GE Genesis-series locomotives, Amtrak converted a number of the retired units--generally ones with major mechanical problems limiting their value in the resale or lease marketplace--into "Non-Power Control Unit" cab cars. Commonly known as "Cabbages," a portmanteau of "cab" and "baggage," these units had their prime movers and traction motors removed, and a large roll-up door cut into the side, allowing the former engine compartment to be used for baggage. The units were renumbered into Amtrak's car-series numbers by adding "90" before the former locomotive number; thus, the original F40PH, number 200, became NPCU number 90200.
[edit] Equipment
The F40PH s equipped with a turbocharged EMD 645E3 16 cylinder, two-stroke, water-cooled "Vee" diesel engine (prime mover) that develops 3,000 tractive horsepower (2.2 MW) at maximum rpm. The main (traction) generator converts mechanical energy from the prime mover into electrical energy that is distributed through a high voltage cabinet to the traction motors. Each of the four traction motors are directly geared to a pair of driving wheels. The gear ratio of the traction motors to wheel axle determines the maximum operating speed of the locomotive; a standard F40PH has a gear ratio of 57:20 which provides a top speed of 103 mph (166 km/h).
The F40PH has a fully enclosed carbody which in passenger service use provides for a cleaner, somewhat streamline appearance, than those of conventional hood unit type locomotive construction. While enroute all-weather access to components through the cowl is possible, passage through the engine room (and to trailing units) normally is used only during maintenance at repair points.
To support passenger service, the F40PH is equipped with a secondary electrical generator referred to as the head end generator. The HEP unit generates three-phase AC power at 480 v AC 750 A or about 500 kW to provide power to the passenger cars for lighting, electric heating, and air conditioning. Because head end power must be delivered to the rest of the trainset at a relatively constant frequency, the prime mover in these locomotives must turn at a constant high speed (900 rpm) while delivering head end power (even if the locomotive is standing still at a station stop); this has led to these locomotives being nicknamed "screamers". Power to the traction motors is varied by varying the field excitation of the main (traction) generator.
Later variations on the F40PH have added a second small diesel engine at the rear of the locomotive that exclusively drives the head end power generator. In these versions the prime mover can vary its speed depending on the amount of tractive effort needed. These locomotives can be identified by a small secondary diesel exhaust at the rear end of the locomotive (besides the fact that they can idle quietly). The MPI version of the F40PH was built by Morrison-Knudsen.
[edit] Survivors
There are currently a few locomotives that are in railroad museums and private owners; some of them are:
- AMTK 231, owned by Chris Fussell/Friends of SP 4449 in Portland, OR.
- AMTK 239, In Daily Service on the Grand Canyon Railway (GCRX 239).
- AMTK 281, California State Railroad Museum in Sacramento, CA.
- AMTK 295, Undergoing Rebuild for Revenue Service on the Grand Canyon Railway.
- AMTK 307, under restoration at the NCTM in Spencer, NC.
[edit] Variants
- EMD F40PH
- EMD F40PHR
- EMD F40PH-2
- EMD F40PH-2C
- EMD F40PHM-2
- EMD F40PH-2CAT
- M-K F40PHM-2C
- MPI F40PH-2C
- MPI F40PH-3C
[edit] External links
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