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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.
HistoryIntroduction 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[citation needed]—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 installed in 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. EquipmentThe F40PH is 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 electricity 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 provides a cleaner, somewhat more streamlined appearance, than those of conventional hood unit type construction. While enroute all-weather access to components 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 known 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 cars for lighting, heating, and air conditioning. Because head end power must be delivered to the rest of the trainset at a 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). Power to the traction motors is controlled by varying the field excitation of the main (traction) generator. Later versions of the F40PH have a second small diesel engine at the rear of the locomotive driving 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, in addition to their quiet idle. The MPI version of the F40PH was built by Morrison-Knudsen. Survivors
There are currently a few ex-Amtrak locomotives that are in railroad museums, private owners and various commuter agencies; some of them are:
Variants
Gallery
External linksReferences
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