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July 1989 - Page 21


to see the M-N-painted units on other lines throughout the Hoboken District.
Maryland Commute Locomotives

A second design effort for M-K engi neers in 1 9 8 7 was creati o n of the GP39H-2 commute unit for Maryland Department of Transportation (MDOT) for use on its Maryland Rail Commuter (MARC) Washington, D.C. push-pull commu ter service ( P R N 296). MDOT required a 2,300 h.p. unit with a separate HEP plant in a Geep carbody to power four- to six-car trains at speeds up to 1 00 mph. In 1 988, MARC units 71, 72 and 75 were com pleted by M-K to accompany Nos. 74, 75 and 70 delivered in 1 987. The GP39H-2 was a simpler creative engineering project than the GP40FH-2 since it is basically an adaptation of a standard GP39-2 locomotive; M - K used GP40s a s core units, replacing the the stock 1 6-cylinder engine with a shorter 1 2-cylinder engine. The shorter power plant, combined with a length ened long hood (by about a foot) and equipment repositioning creates addi tional room at the rear of the long hood for the HEP plant. The core GP40s used for the project included Conrail Nos. 3062, 3066 and 3243, Bal timore & Ohio 3703 and 3710, and Mil waukee Road 2050, which became MARC 70-75, respectively.
Florida Commute Locomotives

T he third Metro-North GP40FH-2, N o. 41 86, is shown at M-K on August 26, 1 988, u ndergo

ing a water test to ensure that there are no carbody leaks. The unit was made from ex-MP GP40 604 (originally CRI&P 344) reusing the original cab and short hood with a new carbody. The cab signal enclosure is mounted above the battery box directly ahead of the the cab. Ac cess to the carbody is via ladders on either side toward the rear of the u n it.

r eque s t of FDOT included r a d i o , strobe lights, front and rear red mark er lights, front and rear anticlimber, 2500-gallon fuel tank and trucks with Hyatt roller bearings and gearing for 1 00-mph operation.
B N Remanufacturing Program

The third locomotive design project initiated in 1987 and reaching comple tion last year was the development of the F40PHL-2 for Florida Department of Transportation's new Tri-Rail com muter service in Miami. All five units were completed and delivered to Hialeah, Fla., by August 1 988, in plenty of time to test the new push-pull train sets prior to the January 1 989 start-up date for regular service. The core units selected for the Tri Rail project were ex-Conrail GP40s 3230, 3238, 3240, 3252 and 3256; they became, respectively, Tri-Rail 801-805. Full-width cabs and carbodies were obtained from the same lot of BN F45s used for the GP40FH-2 project. The F45 cab was placed on the GP40 underframe so as to maintain the same relationship of the rear wall. A new Dash 2 electrical cabinet was added and the carbody was shortened to properly fit around the internal equip ment. During carbody shortening, doors were repositioned to provide ac cess to the equipment as arranged on the GP40 frame. Also, two grids and one fan were eliminated from the dy namic brake hatch, resulting in the standard four-axle unit configuration of four grids and one fan. Other fea tures added to the F40PHL-2s at the

The BN remanufacturing program (first discussed in P RN 3 01 ) is the largest locomotive remanufacturing contract ever awarded to the M-K Boise shop since it opened in 1971 . The BN project represents a major commit ment to the concept of fleet enhance ment by way of remanufactured loco motives. In April 1988, BN entered into separate agreements with EMD and M-K, calling for each firm to furnish 1 25 remanufactured units over a five year period. The project resulted from a BN study which indicated a long-term need for 250 four-axle units: 200 medi um-horsepower units for local service and 50 high-horsepower road units. The "GP39-2" local units, rated at 2,300 h . p . , are manufactured from GP30s and GP35s. They differ from factory new GP39-2s in that the original 1 6cylinder engine of the GP30 and GP35s is retained, as compared to the 1 2 cylinder engine o f the "catalog" model. The 3,000-h.p. "GP40-2" road units use GP40s as core units. EMD and M-K will each supply locomotives of both designs. Because the units differ slight ly from factory models, BN established four new locomotive classes: EMD units are designated as GP39E and GP40E, while M-K units are given GP39M and GP40M monikers . BN placed each unit type in a separate number series. At the time the project was started,

BN had only 30 GP30s, 44 GP35s and 31 GP40s of its own to contribute; 145 units had to come from other sources. To facilitate rapid start-up of the pro ject, BN sent some of its own units to the two firm s . EMD received nine GP30s and eight GP35s, and M-K re ceived one GP30, one GP35 and nine GP40s. At this point, the EMD and M K programs differ in detail; let's focus on the work done by M-K. The GP40s were sent to M-K since the reconfiguration of those units was straight-forward and could be com pleted in a short time period; this mini mized the time that the units were un available to power-hungry BN. This proved to be a good move, since the first GP40 arrived at M-K on May 8 and the first GP40M was completed on Sept. 8. The GP30 and G35 were used to develop two GP39M prototypes while the GP40M project was under way. GP30 and GP35 carbodies are radically different ( thus the need to have both in house during the design stage), but share the same underframe, a key to the GP39M design. The basic concept of the program is to remanufacture the units into a Dash 2 configuration with a new electrical cabinet (identical except for a few extra components on the higher-horsepower GP40M). The remanufacturing process includes a number of changes: reman ufactured diesel engines; addition of remanufactured A R l O alternator; re manufactured D77B traction motors (four); upgraded cooling system; re manufactured trucks with a standard ized gear ratio of 62:15; extensive car body repairs; removal of classification lights; standardized headlight location between the number boards; relocated horn to the long hood between the No. 1 and No. 2 cooling fans; refurbished
PACIFIC RAILNews . 21

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