AMTRAK a short entry 1974 in Tales of the Jointed Track

I was called for an extra south, on Saturday morning. I was still in the training program.

Gordon Euell was the engineer. We reported to the 23rd Street roundhouse, only to be told that the power was at 31st St and to get a ride over there. The Conductor was called, and said it was two SDP-40F’s heading to the FRA test track east of Pueblo, at Avondale,CO.

Two AMTRAK SDP-40F’s leaving Helper, UT on the last leg to Salt Lake City, with the California Zephyr.

We got a ride over to 31st ST, and received our train orders. We would take these to Pueblo, and the Pueblo sub boys would run and deliver them to the test track interchange at Avondale, CO.

We were a hit with the rail buff community, all 120 miles worth. We boarded the power, got authority to leave and headed south. It was a good sunny day, so whatever photos were taken, turned out well. We at that time, were the only train southbound, and had a good 5 hour trip into Pueblo. The standard down the main, change out front, command was issued.

During the 1976-1977 time frame, derailments with the SDP-40F’s were occurring. The railroads that they operated over brought the speed down to 55 mph maximum. The hollow truck bolster design was initially blamed. Further testing showed the weight of the SDP-40F’s and the lighter baggage car equipment was the culprit. The lighter baggage cars were track hunting and floating behind the power. The baggage cars were ballasted a little more, but these units fell into disfavor and were sold off. The FP-40 units were then ordered for AMTRAK.

The Santa Fe bought about 10 of these, did a truck change out, and modified the nose of the unit, for boarding via the front end. They were SDF-40-2’s. I have operated these as well on the head end or in consist. You can see the nose modification below.

SDF-40-2 you can see the nose was cut back a bit, unlike the F-45’s and FP-45’s, to accommodate the nose pilot.

Last updated December 23, 2015