Newer AMTRAK Power in Tales of the Jointed Track

AMTRAK has evolved over the years since its inception. When the US Government, instituted AMTRAK, they had no locomotives, or cars. Thinking back, how silly was that, and what was the overall plan? Well it works good in the Northeast Corridor, where there is heavy ridership, between the DELMARVA Washington DC, New York City and Boston routes. Probably other feeder lines for commuter and passenger traffic.

The LA and San Diego lines, plus commuter traffic in the Inland Empire aid as well. Metro-Link and the Coaster, serve a lot of that area, Amtrak fills in with some non stop or minimal stop express traffic. Then out of LA or San Francisco, there is a “Passenger” train to Chicago, then extends eastward. San Francisco, has BART and some former SP commuter trains, who I think BART operates like METRA in the Chicago area.

Metra in the Chicagoland area operates out of many lines. The former CB&Q racetrack, a triple mainline from Aurora,IL to La Salle Street station in Chicago. The former C&NW out of St Charles, Batavia area to La Salle Street station. The former Milwaukee Road serves the northern suburbs.

Most Class 1 railroads bailed on passenger and turned it over to AMTRAK. The railroads also provided crews, until AMTRAK stated that they were going to crew their own trains. Passenger crews had to choose to either stay with their railroad or go with AMTRAK. Some stayed with the home road, some left and went with AMTRAK forfeiting their seniority.

I have written about the E units and FP-7’s and 9’s. Lets look at the past newer power and what is out there today. I will focus on Locomotives, and what I am familiar with territoriality.

A repeat the SDP-40F made its debut between June 1973 thru August 1974. A total of 150 units were produced. I believe all have been scrapped by Amtrak. Santa Fe bought 10 of them and rebuilt them for freight service. They were scrapped in 2002 to 2004. There is one in Ogden UT, that a preservation group is attempting to restore. The D.O.T. test track, east of Pueblo has two heavily modified SDP-40F’s as test bed power.

An SDP-40F repainted in the “Platimum” paint scheme.

The FP-40 was the replacement for the SDP-40F’s. They were the preferred four axle power on mountain grades. I have no idea, why they never placed a nose door in the locomotive. My opinion, and mine alone is cost, and since the got rid of the fireman, or the assistant engineer ( isn’t bureaucratic language wonderful ), it was felt is wasn’t needed.

An AMTRAK FP-40