EMD GP40-based passenger diesels

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The General Motors Electro-Motive Division (EMD) GP40 diesel locomotive, in its "normal" configuration, was primarily used in freight service. The basic GP40 platform, however, also proved attractive to building derivatives for passenger service, which required extra components for providing steam or HEP for heating, lighting and electricity in passenger cars.

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[edit] GP40P-2

The Southern Pacific had ordered three units on a variant called GP40P-2. The SP placed the units in San Francisco commuter service. When the SP got out of the commuter business the units found themselves working in freight service; they continue to do so today; two for the Union Pacific and one for the Indiana Harbor Belt. The UP has repainted one of the units into UP Armour Yellow, while the other is "patched" and sports an all SP grey paint job.

[edit] GP40TC

The GP40TC was built for GO Transit in Toronto, Ontario (The 'TC' stood for 'Toronto Commuter'). After serving GO for many years (being replaced by various units including GP40-2W's and more recently, F59PH's) the units were sold to Amtrak. For Amtrak service the 575 volt HEP engine / generator set was replaced with one for 480 volt HEP. The units were based out of Chicago and used on short-haul trains. Currently the units are used for MOW service and have been rebuilt into "GP38-H3" units by Norfolk Southern.

[edit] GP40P

The GP40P is based on the design of the EMD GP40 locomotive. Most of these variants gave the unit flared side radiators similar to the EMD SD45. Thirteen GP40Ps numbered 3671-3683 were built in October 1968 for the Central Railroad of New Jersey (CNJ) and paid for by the New Jersey Department of Transportation. The CNJ put the units in service on the Raritan Valley Line and the North Jersey Coast Line (New York & Long Branch).

The CNJ was folded into Conrail in 1976, and in 1983, New Jersey Transit began operating passenger rail service in the state. Shortly after, the steam generator, which had occupied the flat end of the locomotive's long hood, was replaced with a diesel HEP generator, and the units were reclassified as GP40PH. They would later be rebuilt as GP40PH-2 units in 1991-92.

[edit] GP40PH-2, GP40PH-2A, GP40PH-2B

In 1991-92, NJ Transit sent its ex-CNJ GP40PH units out for rebuilding. The units were rebuilt as GP40PH-2 locomotives and, with the exception of 4101, renumbered out of order. At this time, the units were restricted on the Newark Division and primarily kept to the Hoboken Division. By 1999, the units were often used on the Pascack Valley Line service, as they were the only units equipped with the Speed Enforcement System equipment needed on the line. They are now found mainly on the Hoboken Division.

New Jersey Transit would later order two more sets of GP40PH-2 units; these units were rebuilt from former freight GP40 units, not from GP40P units as the first order has been. The first order (GP40PH-2A) in 1993 consisted of six units, numbered 4145-4150, and were rebuilt by Morrison-Knudsen. These units, with the exception of 4148, which was rebuilt as a GP40PH-2B and renumbered after a collision, are classified as GP40PH-2A, though the units lack the "A" designation on their stenciling. The second order in 1993-94 was rebuilt by Conrail, and was for 19 former Penn Central units, numbered 4200-4218. These units are classified as GP40PH-2B. A twentieth unit, the GP40PH-2A numbered 4148 wrecked in 1996, was also rebuilt into this class and renumbered 4219 in 1997.

Metro-North ordered a single GP40PH-2 unit; numbered 4190, it is officially classified as a GP40PH-2M. 4190 was rebuilt by Conrail in 1992.

[edit] GP40P/GP40PH-2 roster and numbering notes

The units became CR/NJT 4100-4112. Conrail rebuilt the units for NJT in 1991-92 during which all but 4101 emerged with a different number.

CNJ GP40P renumbering
Current NJT GP40PH-2 (1992-present) Conrail/NJDOT (1976) CNJ (1968)
4100 4110 3681
4101 4101 3672
4102 4104 3674
4103 4105 3676
4104 4111 3682
4105 4108 3679
4106 4100 3671
4107 4109 3680
4108 4112 3683
4109 4106 3677
4110 4102 3673
4111 4103 3674
4112 4107 3678

[edit] GP40PH-2A/GP40PH-2B Roster and notes

NJ Transit GP40PH-2 4109 at Dover.
NJ Transit GP40PH-2 4109 at Dover.
NJ Transit GP40PH-2A 4147 at Plainfield.
NJ Transit GP40PH-2A 4147 at Plainfield.

GP40PH-2A (4145-4150)

GP40PH-2B (4200-4219)

[edit] GP40FH-2

Metro-North GP40FH-2 4188 in Dover, NJ
Metro-North GP40FH-2 4188 in Dover, NJ
Metro-North-owned GP40FH-2 4905 (ex-4189) in Secaucus, New Jersey
Metro-North-owned GP40FH-2 4905 (ex-4189) in Secaucus, New Jersey

In 1987, New Jersey Transit and Metro-North ordered a set of GP40 locomotives called GP40FH-2s which were completed by Morrison Knudsen between 1987-90 and combine the standard cab and frame of a GP40 with the cowl from an ex-Burlington Northern F45. A total of 21 units of this type were built; 15, numbered 4130 through 4144, were delivered to New Jersey Transit, and the remaining six, numbered 4184 through 4189, were for Metro-North.

New Jersey Transit's units are slated to be retired eventually, replaced by new PL42AC locomotives from Alstom. GP40FH-2s 4130-4134 were sent to MotivePower Industries to be rebuilt into switcher units. Metro-North has begun sending their units out for significant maintenance and upgrades. Metro-North has begun an overhaul program those units, 4184-4189 will be renumbered 4900-4905.

[edit] GP40FH-2 Roster and notes

NJ Transit (4130-4144)

Metro-North (4184-4189, being renumbered 4900-4905)

[edit] GP40WH-2

MARC GP40WH-2 #52 at Camden Station, Baltimore, Maryland
MARC GP40WH-2 #52 at Camden Station, Baltimore, Maryland

In the early 1990s, MK was contacted by MARC to build a fleet of GP40s using basically the leftover parts of the GP40s used in the GP40FH-2 order. These units were called GP40WH-2s and featured a red nose similar to early Amtrak diesels. The rear hood sections were made from left over SD45 radiator sections from MK's SP SD40M rebuild program. These units are equipped with Trans-Lite Gyralites, #20585. Because the engines were ordered with Gyralites before the mandatory use of ditch lights, FRA exempted MARC from the "triangular light pattern" rule. The engines were delivered with Nathan Airchime K5LAR3 horns, with "snow-cone" debris covers. These covers have almost totally disappeared, but many of the mounting rings are still attached to the mouths of the horn bells. They are numbered 51 to 69 on the MARC roster.

[edit] GP39H-2

In the late 1980s, Morrison-Knudsen rebuilt six GP40s for MARC, numbered 70 to 75. They were downgraded from 3000 horsepower to 2300 horsepower, and requipped with Cummins HEP generators. Number 73 was the push unit for MARC #P286, which was involved in a fatal collision with Amtrak's Capitol Limited on February 16th, 1996 73 was rebuilt, and continues to work for MARC In 1996, the units received ditch lights on their anticlimbers, and during the late 90s, received reflective tape around the side sills and anticlimbers.

[edit] Roster

[edit] GP40MC

MBTA GP40MC 1136 at Porter Station in Cambridge, Massachusetts
MBTA GP40MC 1136 at Porter Station in Cambridge, Massachusetts

The Massachusetts Bay Transportation Authority currently owns a set of GP40 passenger diesels known as GP40MCs. They were originally built as GP40-2Ws for Canadian National. In 1997, these 25 units were rebuilt by AMF. In this rebuild, the units were given HEP Generators, flared radiators, and a desktop cab. These locomotives can be seen on the North and South Side of the MBTA system. These units also feature steps in the middle of the engineer's side of the units. They are still in frequent use, however, they are plagued by computer malfunctions, since the unit was originally used for pulling freight.


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