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F40PH Preservation, Round Four...............
http://www.rypn.org/forums/viewtopic.php?f=1&t=41545
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Author:  filmteknik [ Wed Jan 10, 2018 7:26 pm ]
Post subject:  Re: F40PH Preservatioon, Round Four...............

I wish IRM had preserved the HEP setup on 33C! What a bit of history to lose. Shaft right through the rear electrical cabinet! What's not to love?

Author:  Lackawanna Lee [ Wed Jan 10, 2018 9:24 pm ]
Post subject:  Re: F40PH Preservatioon, Round Four...............

HEP shafts through the electronics? How was that done?

Author:  RCD [ Wed Jan 10, 2018 10:49 pm ]
Post subject:  Re: F40PH Preservatioon, Round Four...............

Lackawanna Lee wrote:
HEP shafts through the electronics? How was that done?

I assume very carefully.

Author:  LeoA [ Thu Jan 11, 2018 12:33 am ]
Post subject:  Re: F40PH Preservatioon, Round Four...............

Jdelhaye wrote:
RCD wrote:
I really don't see the historical significance of the F40C.


And once again, you fail to see the forest for the trees.

The F40C is the production locomotive model that introduced prime mover driven HEP, (preceded only by 5 experimental units*), a concept that was pioneered by Metra's predecessors


And a significant portion of the story that IRM tells, is of Chicago commuter service and of railroading in general in Illinois.

To let all examples of the first model of locomotive that was acquired new as the era of private operation of Chicago commuter services started to disappear with government subsidies and eventual control by what's now known as Metra, leaves a hole in that story at IRM.

And with the similarity to the SDP40F and the rarity of that model of locomotive (One preserved, and perhaps no survivors elsewhere unless Pueblo still has some examples around), it also has another story it can help tell from the late 1960's and early 1970's fling with C-C passenger power.

The F40C is a close derivative of the first model of locomotive that Amtrak purchased new, which has a lot of history of its own. Poor track on many host roads during Amtrak's difficult earliest days, a derailment controversy that was never fully resolved, trade-in's to EMD for organ transplants into new F40PHR's, a successful and much longer lived second career for a small number of the fleet, etc.

I was annoyed at forums like Railroad.net to see all the hoopla around their final intact days as a fleet. But as the years have gone by, I've came around and see that this is a story worth telling even if I don't personally find cowled passenger power very interesting compared to steam locomotives and streamlined diesels.

To let the last chance to save one when the day comes, after ~15 years have already passed since the fleet was withdrawn, would be unfortunate (And we can't complain that their demise is sudden and a surprise when it may happen). Hopefully IRM has us covered and enough folks feel this is a chapter of railroading history worthy of contributing towards preserving a tiny bit of it in physical form.

Author:  Jdelhaye [ Thu Jan 11, 2018 12:37 am ]
Post subject:  Re: F40PH Preservatioon, Round Four...............

Lackawanna Lee wrote:
HEP shafts through the electronics? How was that done?

Rearrange the contactors and reverser in the lower portion of the cabinet to create an open area in the center, mount 2 pillow blocks and run a universal shaft right thru the cabinet from a coupling on the rear main generator to the HEP gearbox in the former steam generator area.

It was removed at IRM due to the gearbox suffering a catastrophic failure at Metra.

Jeff

Author:  psa188 [ Thu Jan 11, 2018 3:35 pm ]
Post subject:  Re: F40PH Preservatioon, Round Four...............

RCD wrote:
And if two was enough then by that logic we should scrap all those GG1s that are rusting away. In fact your whole argument about how many should be saved could be applied to 85% of the threads on this board.


Personally, I'd rather not see any more GG1s get cut up, but if they are just going to rust away, then I can sort of understand the rationale for scrapping them. And before we save another F40PH, we should take a look at saving an F40C for reasons stated by others.

Author:  RCD [ Thu Jan 11, 2018 4:20 pm ]
Post subject:  Re: F40PH Preservatioon, Round Four...............

Well if we're going to go off on a tangent about prototype units that introduce new Concepts, then what about the F69PH or the F40AC?

Author:  LeoA [ Fri Jan 12, 2018 11:27 am ]
Post subject:  Re: F40PH Preservatioon, Round Four...............

We already have an AC diesel pioneer preserved in Canada, so at least some of that early history will live on.

Those would be great to see saved (There was also a SDP40F converted along with the SD60MAC's and Erie's prototype AC4400CW, GECX #4400, which has been heavily modified through the years for testing). But I'd argue that the first Burlington Northern SD70MAC, #9400, and the first CSX AC4400CW, #9100, are even more historic machines and should be the focus of preservation efforts for early US AC traction diesels.

They weren't just preproduction testbeds or conversions of an existing locomotive for experimentation, but were actual production designs delivered and sold to a Class 1 customer. So ideally, these two machines should be preserved upon retirement, if still extant, since they mark the true start of the AC revolution on US railways.

Author:  Alexander D. Mitchell IV [ Wed Jan 17, 2018 4:22 pm ]
Post subject:  Re: F40PH Preservation, Round Four...............

Surprise Development:

Western Rail Inc. (WRIX), suburban Spokane, Washington:

https://www.facebook.com/WesternRailInc ... 8607117911

Quote:
Getting ready to send [Amtrak F40PH 315] to the shop for a longtime valued customers new passenger excursion. We are super excited for this project! She will be rebuilt and repainted to assist her steam counterpart. Look for her in late 2018!!!!


Name and location of new operator is being kept confidential until arrival.

Image

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