EMD "F40PH" Series

Last revised:  August 6, 2023

By: Adam Burns

Electro-Motive's F40PH series became the face of Amtrak for more than two decades.   The model was originally designed to operate in commuter and short haul service.  

However, the SDP40F's failure prompted Amtrak to look elsewhere for a long-haul road locomotive. In response, EMD redesigned the F40PH.  It proved so successful in all types of applications that numerous commuter agencies also purchased the model. 

You can find it in service from coast to coast on the Massachusetts Bay Transportation Authority (MBTA), Metra (Chicago), Tri-Rail (Florida);  a testament to EMD's second-generation motive power. Today, Amtrak has retired or sold its entire fleet although a few remain in service as NPCUs (Non-Powered Control Units).

Photos

Amtrak F40PH #229 with a "San Diegan" at the former Santa Fe station in San Diego, California on August 5, 1976. Carl Sturner photo. American-Rails.com collection.

Overview

In 1973/1974 Amtrak acquired its first new locomotives, a fleet of SDP40Fs totaling 150 units.  They were built on the stretched frame of the FP45 but internally were essentially SD40-2s.  

The new units were intended to be Amtrak's primary road power.  Unfortunately, they soon developed a mysterious derailment issue which caused the carrier to lose confidence in the model.  

While it was eventually discovered that sloshing water in the onboard water supply (used for the accompanying steam generator) was the cause, and EMD found a solution, Amtrak began trading in the fleet as early as 1977 on new F40PHs.

The F40PH was essentially EMD's model GP40-2 wrapped in full cowling and regeared for passenger service.  Amtrak had received its first order of 30 units a year earlier, numbered 200-229, during March and April of 1976.

As Greg McDonnell notes in his book, "Locomotives: The Modern Diesel & Electric Reference," the carrier utilized these first examples in regional service out of Boston, Chicago, Seattle, Los Angeles, and New Haven (Connecticut).

A pair of Amtrak F40PH's, led by #357, exit Hermosa Tunnel with the westbound "San Francisco Zephyr" on Sherman Hill (Wyoming), circa 1982. Mike Bledsoe photo. American-Rails.com collection.

The shorter F40PH was only 56' 2" in length (16 feet shorter than the SDP40F), featured B-B trucks, and came equipped with a 500-kilowatt alternator in place of a steam generator for power and lighting of the passenger cars.

In his book, "The Contemporary Diesel Spotters Guide," Louis Marre notes EMD had to modify the model for Amtrak's impeding acquisition of new Superliner cars by enlarging the fuel tank from 1,200 to 1,800 gallons and increasing the alternator to 800-kilowatts.

Between 1976 and 1988, Amtrak acquired 220 examples of the F40PH.  Following the SDP40F's failure, 123 F40PH's were built utilizing components of these traded in units. 

In 1985, EMD began manufacturing what it described as the F40PH-2.  However, aside from a slight increase in horsepower (3,000 to 3,200) there was no change to the model.  This bump in horsepower was largely an effort to reduce the heavy load required of the HEP generator, which pulled up to 700 horsepower directly from the 645 engine.

Electro-Motive continued producing the F40PH-2 at its historic facility in La Grange/McCook, Illinois until December, 1992 when Metra #214 rolled out of the plant.  In fact, this unit was the final locomotive ever produced here.

In Canada, General Motors Diesel of London, Ontario manufactured six F40PH's for GO Transit in 1978 while VIA Rail Canada acquired another 59 F40PH-2s between 1986-1989.

Data Sheets

F40PH

F40PH-2

Production Rosters

F40PH

Total Produced = 325

F40PH-2

Total Produced = 90

F40PHM-2

Total Produced = 30

F40PHM-2C

Total Produced = 15

F40PH-2C

Total Produced = 26

F40PH-2M

Total Produced = 4

F40PH-3C

Total Produced = 6

F40PH-2C

Total Produced = 6

F40PHM-2C

Total Produced = 5

F40PHL-2

Total Produced = 5

General Motors Diesel Division (GMDD)

F40PH

Total Produced = 6

F40PH-2

Total Produced = 59

Variants

F40PH-2M

Built for the SPENO rail-grinding service these locomotives looked nothing like a traditional F40PH.  The cab was flush with the front of the frame with no nose.  It utilized a 2,000 horsepower 16-cylinder, non-turbocharged 645E prime mover without onboard HEP equipment.

F40PH-2C

Featured Cummins-produced HEP equipment and was 8' 1" longer than a standard F40PH.  EMD produced 16 for MBTA while Motive Power produced three a piece for Tri-Rail and Caltrain.

F40PHM-2

Featured a full cowl carbody with the nose flush with the front of the frame and sported angled windshields.  Thirty were built for Metra in 1992, the last locomotives produced at EMD's La Grange/McCook facility.

F40PHL-2

While not a traditional F40PH model these units were rebuilt from GP40s by Morrison-Knudsen for Tri-Rail in 1988 and designated F40PHL-2.

Sources

• Marre, Louis A. and Pinkepank, Jerry A. Contemporary Diesel Spotter's Guide, The: A Comprehensive Reference Manual To Locomotives Since 1972.  Milwaukee: Kalmbach Publishing Company, 1989.

• Marre, Louis A. Contemporary Diesel Spotter's Guide, The: A Comprehensive Reference Manual To Locomotives Since 1972, Including Rebuilding, Upgrading, And Leasing Programs (2nd Edition).  Milwaukee: Kalmbach Publishing Company, 1995.
• McDonnell, Greg. Locomotives: The Modern Diesel & Electric Reference, 2nd Edition. Buffalo: Boston Mills Press/Firefly Books, 2015.

• Solomon, Brian.  EMD Locomotives.  Minneapolis: MBI Publishing Company, 2006.

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