EMD F59PH

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EMD F59PH
GO Transit F59PH 554 Oakville.JPG
Two F59PH locomotives owned by GO Transit at Oakville station. GO has since discontinued the majority of these locomotives and have been used rarely.
Power typeDiesel-electric
BuilderElectro-Motive Division (EMD),
General Motors Diesel (GMD)
Build dateMay 1988 to May 1994
Total produced83
AAR wheel arr.B-B
Gauge4 ft 8 12 in (1,435 mm)
Length58 ft 2 in (17.73 m)
Prime moverEMD 12-710E3
CylindersV12
Power output3,000 hp (2.24 MW)
LocaleCanada, United States
 
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The EMD F59PH series of locomotives comprises two variants of locomotives built by EMD, the original F59PH and the newer F59PHI. These modern diesel-electric locomotives are popular among North American commuter rail services.

F59PH[edit source | edit]

EMD F59PH
GO Transit F59PH 554 Oakville.JPG
Two F59PH locomotives owned by GO Transit at Oakville station. GO has since discontinued the majority of these locomotives and have been used rarely.
Power typeDiesel-electric
BuilderElectro-Motive Division (EMD),
General Motors Diesel (GMD)
Build dateMay 1988 to May 1994
Total produced83
AAR wheel arr.B-B
Gauge4 ft 8 12 in (1,435 mm)
Length58 ft 2 in (17.73 m)
Prime moverEMD 12-710E3
CylindersV12
Power output3,000 hp (2.24 MW)
LocaleCanada, United States

The F59PH was the first in the "F59" Series of locomotives. Eighty-three locomotives were built from May 1988 to May 1994 for two commuter transit railroads, Metrolink of Los Angeles, California, USA and GO Transit of Toronto, Ontario, Canada. While Metrolink continues to use these locomotives today, in 2008, GO Transit began discontinuing operations using this locomotive in favour of the new MPI MP40PH-3C.[1]:159

The locomotives featured a 12-cylinder EMD 710 prime mover producing 3,000 hp (2.24 MW), front and rear platforms, a full-width cab with a three-piece windshield. Earlier EMD cowl-type locomotives had used a two-piece windshield, while the Canadian comfort cab used a four-piece design.[1]:159

The F59PH is still used today, mainly on commuter railroads:

Fleet details[edit source | edit]

OperatorNumberYear builtUnit numbersComments
GO Transit491988–1994520-568Most of them retired and replaced by MPI MP40. RB Railway Leasing owns some to be used for the proposed SEMCOG Commuter Rail.
Metrolink23851-873
NCDOT41810, 1859, 1869, 1893Used on Amtrak Piedmont service.
Trinity Railway Express8525, 527-528, 565-568
Via Rail318520-18522Leased from Canadian Allied Diesel to substitute EMD F40PH-2 locomotives being overhauled.

F59PHI[edit source | edit]

EMD F59PHI
NCF59.jpg
Amtrak/NCDOT RNCX EMD F59PHI #1797, "City of Asheville", leading the Piedmont north out of Charlotte, North Carolina on February 20, 2003
Power typeDiesel-electric
BuilderGM Electro-Motive Division (EMD)
General Motors Diesel (GMD)
Build dateSeptember 1994 to 2001
AAR wheel arr.B-B
Gauge4 ft 8 12 in (1,435 mm)
Length58 ft 7 in (17.86 m)
Prime moverEMD 12-710E3
CylindersV12
Top speed110 mph (177 km/h)
Power output3,200 hp (2.4 MW)
Tractive effortStarting: 290 kN (65,195 lbf),
Continuous: 170 kN (38,218 lbf) @ 16 mph
LocaleNorth America

The EMD F59PHI diesel-electric locomotive is a common locomotive on passenger trains in North America, built originally by General Motors Electro-Motive Division (EMD), now built by the successor company, Electro-Motive Diesel, which is owned by Progress Rail Services, itself a division of Caterpillar.

First built in 1994, the locomotive is a 3,200 hp (2.4 MW) B-B diesel-electric locomotive intended for service on North American mainlines.[2] This locomotive is equipped with a turbocharged EMD 12-710E3,a 12 cylinder, 2 stroke water cooled "Vee" diesel engine (prime mover). The main (traction) alternator converts mechanical energy from the prime mover into electrical energy that is distributed through a high voltage cabinet and rectifier to direct current traction motors. Each of the four traction motors is directly geared to a pair of driving wheels. The gear ratio of the traction motors (model D87BTR) to wheel axle determines the maximum operating speed of the locomotive; a standard F59PHI has a gear ratio of 56:21 which provides a top speed of 110 mph (176 km/h).

The F59PHI has a fully enclosed carbody which provides protected walkways for easy access to the engine room and trailing units. This arrangement allows routine maintenance while the locomotive is in service. The noteworthy aspect of this locomotive's exterior is the use of composites to present a streamlined appearance.[2]

To supply electrical power for passenger service, the F59PHI is equipped with a secondary electrical generator referred to as the Head End Power (HEP) unit. The head-end generator generates AC power at 480 V AC, 750 amps or about 500 kW to provide power to the passenger carriages for lighting, electric heating, and air conditioning. The head-end generator is powered by a second diesel engine dedicated to it. With this arrangement, the prime mover is not burdened by head-end power generation and consequently is used solely for supplying tractive effort.

When it debuted for Caltrans in late 1994, the F59PHI was the first locomotive in the United States which met California's stringent emission standards.[2]

Examples of the F59PHI are currently operated by these companies:

See also[edit source | edit]

References[edit source | edit]

  1. ^ a b Solomon, Brian (2011). Modern Diesel Power. Voyageur Press. 
  2. ^ a b c "F59PHI debuts in California". Railway Age  – via HighBeam Research (subscription required). December 1, 1994. Retrieved 2012-12-27. 

Further reading[edit source | edit]