MBTA FP10 (F10) Fates

Thomas Cornillie · **Joined:** Sun Apr 29, 2007 7:19 pm **Posts:** 272

Below are my notes and citations on the MBTA FP10.

There are conflicting reports as to wheither these units have 567B prime movers, 567B-C conversion, or 645 prime movers. Any information about the mechanical and electrical configuration of these units would be appreciated.

Also, a perspective on the body issues. Water ingress from the cab windows is a known cause of rust on EMD E and F units. For most E and F units, there is a period of about 20-30 years between shopping when the sheet metal will need to be replaced. A good example are the nee-PRR, ex-Conrail E-units restored by Juniata Terminal. Photos of the rebuilding process may be found here: https://web.archive.org/web/20080828101 ... _05_01.htm

Even these units, which were rebuilt extensively by Paducah in the late 1970s and carefully maintained by Conrail, required extensive repairs around the cabs to repair rust. Likewise, the last E-unit rebuilt for revenue service (Burlington Northern / West Suburban Mass Transit District 9919) received similar repairs in Wisconsin Central’s Fond Du Lac shop in 1988 – replicating the same work performed by Morrison Knudsen in 1974.

Photos from the Juniata Terminal show the process of making cosmetic changes to back date the appearance of the units, while retaining the carbody modifications made by Paducah. The same techniques could be applied to a FP10. https://web.archive.org/web/20061114050 ... _16_01.htm

Recent photos of ex-MBTA 1101 at the Gold Coast Railroad Museum may be found here: http://rgusrail.com/flgcrm.html

Note the rust around the cab windows in these photos.

Notes and Citations on Mechanical and Electrical Configuration

Title: Locomotive Reference Book: Delivery History Through 1990 : Domestic and Export
Author: General Motors Locomotive Group, General Motors Corp.
Date: March, 1991
Page: 114

Quote:

F10
Prime Mover: 16-645C, 1750 HP
Gear Ratio: 59-18
Order Number: 6534
Wiring Diagram: 8188306
Delivery Date (for all units): April, 1952

Title: The Contemporary diesel spotter's guide: a comprehensive reference manual to locomotives since 1972
Author: Louis A. Marre, Jerry A. Pinkepank, and George H. Drury.
Publisher: Kalmbach Books
Date: 1995
Page: 260

Quote:

All units retained their 1500 HP 567B prime movers. Rebuilt in 1979, these were among the final units from Paducah.

Magazine Title: Extra 2200 South
Issue: Issue 93
Article Title: Illinois Central Railroad, Illinois Central Gulf, Illinois Central Part 1: Paducah Geeps
Pages: 18-36

Quote:

Quote from page 19:
What was involved in a Paducah rebuild? First off, the unit was stripped down to the frame, which was then sandblasted and checked for alignment and condition of the draft gear and center castings, and returned to original specifications. The engine itself was completely dismantled, cleaned and qualified, with any component not meeting original specifications being replaced or rebuilt. New pistons were used, as well as chrome-plated liners and crankshaft. Where there locomotive came in with a 567B engine, this was reworked to a 567BC. The exhaust system was modified to use four exhausts with spark arrestors, to lower back pressure and simplify the exhaust manifold system. The traction motors and main and auxiliary generators were similarly overhauled. The trucks were completely dismantled, sandblasted, and rebuilt and reassembled. The electrical system was totally rewired, with new relays and resistors. The lube oil filtering system, the fuel filtering system, and other auxiliary systems were modernized and improved. The air compressor was changed to water-cooled and was totally rebuilt with many improvements The cooling water system was upgraded to a pressurized system. The Dynavane/Dynacell paper air filtration system was introduced and became standard from unit 7968 on (April 1969) … The air brake system was upgraded to 26L and unitized for easier change out.

Magazine Title: Railfan & Railroad
Author: Tom R. Nelligan
Date: July, 1983
Volume: 4
Issue: 11
Article Title: Boston's reincarnated F-units
Pages: 30-33

Quote:

Quote from Page 31
The rebuilds were designated by Paducah as FP10s, although in Boston the model name is generally shortened to F10. They were designed under the direction of Shop Superintendent B. D. Venable. Eighteen of them were made from GM&O F3s, while one (MBTA 1104) started out as F7 812A. Inside these old carbodies are parts that are either new or completely overhauled.

The FP10s retain their EMD 567B 16-cylinder prime movers with a 1500-h.p. rating, overhauled using EMD factory components. The units were completely rewired, with a new solid-state electrical system replacing deteriorated cables and corroded relays. Paducah installed a modern centralized engine air supply system, resulting in the appearance of a box-type air filter on the roof just behind the cab. (This corresponds to the “ox yoke” air filter found on most Paducah Geeps.) The main generator, radiators and cooling systems, and traction motors were all overhauled. The Fs also got new brakes and control stands confirming to contemporary practice.

Fifteen of the FP10s, MBTA units 1100-1114, were furnished with 500 kilowatt Cummins power units for HEP. The other four, MBTA 1150-1153, were rebuilt from passenger service F3s and retained their steam boilers for use during the transitional period when the MBTA would continue to operate some conventional steam-heated coaches. The HEP power plant is unusually complicated due to an operating requirement that it supply both standard 480-volt power and a non-standard 575-volt power needed to energize cars leased by the MBTA from Toronto’s GO Transit.

All of the FP10s had the rear portion of their carbodies flared out to accommodate a Cummins power plant. This was done even on the steam units in anticipation of eventual retrofitting. The HEP FP10s sport a pair of mufflers on the roof and some additional piping. Other external changes include modernized side panels replacing the old F3 portholes and “chicken wire” grilles, new marker lights and trainline connectors on the nose, a new backup light and trainline connections on the rear, and windshield screens for crew protection in hostile urban environments.

MBTA FP10 (F10) Fates

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