The F40PH was designed for Amtrak. Chicago's Metra was first commuter to order them. NJT ordered them as F40PH. The 480V alternator for passenger car heat/lights was driven by the diesel engine. This meant the diesel engine had to be run at high idle even when stopped at a station. Recognizing that this would prematurely wear out the prime mover, NJT removed the shaft driven 480V alternator and replaced it with a CATerpillar diesel engine driving a 480V alternator. They also upgraded the electronics to "-2" components.
The mpi 20s are still serving in their original role as switchers and for equipment moves. Also on the ALP 45s there have been overheating problems in the summer time because the radiator fans are small.
There were 3 SW1500s (501, 502, 503). 501 & 503 were sold over 10 yrs ago. 502 is rusting away in South Jersey on the RiverLine MOW tracks (not the Montclair-Boonton line).
honestly, i think the SW1500s were great, even if only three really existed on NJT. plenty are still around doing what they were designed to do. for that, i think something should be done about 502 rusting away - like preserving it or something
As someone else stated, all 5 MP20B-3s are still in service performing switching duties (usually at MMC) and occasionally work train and equipment moves. They are not GP40 "rebuilds" in the normal sense. They are former GP40FH-2s with new cab, new cowling and new 12-cyl Detroit Diesel prime movers. The 12-cyl prime mover only produces 2,000 hp and the loco does not have HEP - both of which make it unsuitable for passenger service.
ah, thanks for the info. always thought they were like... the outcasted and weird love child of a GP40 and like... somewhat of an SD50. thats just my opinion though
The ALP-45A and ALP-45DP, despite having different names, are both dual mode capable, and are basically the same. Only difference is the original ALP-45DPs were built in the early 2010s while the ALP-45As came around much more recently. They are basically the same engine so they dont really need to be seperate, just like the ALP-46 and ALP-46A being almost the same except their slightly different traction motor sounds
@@westofhudsonstudios4726 EMD built approx 3,300 freight GP40s and GP40-2s. EMD only built 27 passenger GP40s and GP40-2s. The 13 GP40Ps ordered by CNJ (4100-4112) are part of those 27 passenger GP40s. ALL other GP40s used for passenger/commuter service nationwide are former freight units that were converted to passenger GP40s. NJTs GP40FH-2s (4130-4144), GP40PH-2As (4145-4150) and GP40PH-2Bs (4200-4219) are all former freight units that had CATerpillar HEPs added to make them passenger GP40s.
@@westofhudsonstudios4726 Of the original 13 CNJ GP40s, only 3 - 4100, 4101 'NJDOT' and 4109 'CNJ' still have CATerpillar HEPs and are used in passenger service. Most of the other 10 have had their CATerpillar HEPs removed and are freight units again. They have joined 4300-4303 as work trains.
though both may have worn out too quickly, they just looked great going up and down the different lines. it's not everyday anymore when you see an elephant-sized locomotive pulling coaches on a mainline.
@@westofhudsonstudios4726 I totally agree with you. I miss the 1990s when NJT had a VERY diverse loco fleet. You never knew what you were going to see pulling (or pushing) into the station. Nowadays on the Montclair-Boonton line it's always ALP-45s or PL42s....with an occasional GP40 which is a rare treat.
I always hated the "chug-chug-chug" sound of the GE 4-cycle prime movers in the U34s and P40/P42s. I grew up in the 1970s along the Montclair-Boonton line (or Boonton line as it was called back then) and you could hear those U34s pulling out of the station from a mile away. Love the smooth sound of an EMD 2-cycle prime mover at notch 8. Did engine sound factor into your ratings? And those U34s always belched copious amounts of black smoke. That can't be good for the environment. The U34s were always covered in a lot of heavy black soot. I assumed they were painted black. It wasn't until years later I learned they were called "blue birds". But I never saw one that looked blue.
the "chug-chug" sounds of the U34's prime movers are just iconic to some railfans, but to be frank i do prefer EMD's 645 at notch 8. Plus, i think some were a very dark shade of blue and most of them were black.
@@westofhudsonstudios4726 The U34s were always super dirty and never got a bath. It wasn't until the GP40 4101 NJDOT heritage unit that I realized why they called them blue birds.
@@westofhudsonstudios4726 Before. They were upgraded to 4,250 hp....but NJT still called them P40s. NJT sold all 4 to Connecticut DOT, not Amtrak. They are currently 6708, 6709, 6710 & 6711 with ConnDOT.
There isn't a "diesel variant" of the ALP-45s. "Diesel variant" would imply that there are ALP-45s that only have diesel prime mover and no electric pantograph. Each ALP-45 has a diesel "mode" and an electric "mode". I know you know that - you just didn't express it correctly. The diesel mode is terrible. They should have gone with one LARGE proven locomotive prime move like an EMD. But they chose 2 small unproven 'industrial' prime movers to satisfy EPA Tier 2 emissions.
see this is a good point, but the problem with it is that EMDs prime movers are much older than that of an alstom's, but i don't know if age necessarily is a factor to unreliability, because the GPs have been running with the same prime movers since they were built and there's still over a hundred around pulling trains without issues (that i know of).
Basically it is an American dual mode version of the Traxx II. The pure electric members of that locomotive family (example: DB class 185) are far more reliable than their diesel charger sisters (example: DB class 245) in several European countries. But as I see it the NJT operates in a densely populated metropolitan area. Why do they not get that overhead catenary up everywhere?
From my European point of view the top three on that list should be the GG1, the "Swedish Toaster" and finally the ALP45 (in electric mode). Electric trains are by far the better option in a densely populated region like New Jersey. So, get that overhead catenary up everywhere! Of course being a railfan I love the sound of EMD engines. But there is so much noise everywhere already. So get all these dangerous level crossings replaced with bridges or viaducts. I don't want to hear bells and horns constantly only because I live near a rail track.
The 32 ALP-44s only lasted 15-20 yrs. That's not what I would consider a "solid" locomotive. The last 22 (ALP-44M 4420-4431) were plagued with all kinds of software/electronics problems. The PL42ACs have been in service for 19 yrs and you gave them a C rating because of their software/electronics issues.
@@westofhudsonstudios4726 Understandable that you didn't know about the 44s because most were only in service for 15 years. They needed to be rebuilt (after 15 years....) but NJT decided the money would be better spent purchasing new ALP-46s rather than rebuilding the 44s.
The GG1 4877
The F40PH was designed for Amtrak. Chicago's Metra was first commuter to order them.
NJT ordered them as F40PH. The 480V alternator for passenger car heat/lights was driven by the diesel engine.
This meant the diesel engine had to be run at high idle even when stopped at a station.
Recognizing that this would prematurely wear out the prime mover, NJT removed the shaft driven 480V alternator and replaced it with a CATerpillar diesel engine driving a 480V alternator.
They also upgraded the electronics to "-2" components.
ohhh so thats why they were called 2CATs...
The mpi 20s are still serving in their original role as switchers and for equipment moves. Also on the ALP 45s there have been overheating problems in the summer time because the radiator fans are small.
There were 3 SW1500s (501, 502, 503).
501 & 503 were sold over 10 yrs ago.
502 is rusting away in South Jersey on the RiverLine MOW tracks (not the Montclair-Boonton line).
honestly, i think the SW1500s were great, even if only three really existed on NJT. plenty are still around doing what they were designed to do. for that, i think something should be done about 502 rusting away - like preserving it or something
As someone else stated, all 5 MP20B-3s are still in service performing switching duties (usually at MMC) and occasionally work train and equipment moves.
They are not GP40 "rebuilds" in the normal sense.
They are former GP40FH-2s with new cab, new cowling and new 12-cyl Detroit Diesel prime movers.
The 12-cyl prime mover only produces 2,000 hp and the loco does not have HEP - both of which make it unsuitable for passenger service.
ah, thanks for the info. always thought they were like... the outcasted and weird love child of a GP40 and like... somewhat of an SD50. thats just my opinion though
NJT now is just dollar store Amtrak
I’ve been waiting for this
The ALP-45A and ALP-45DP, despite having different names, are both dual mode capable, and are basically the same. Only difference is the original ALP-45DPs were built in the early 2010s while the ALP-45As came around much more recently. They are basically the same engine so they dont really need to be seperate, just like the ALP-46 and ALP-46A being almost the same except their slightly different traction motor sounds
I agree with your opinion with the gp40-ph-2b🎉 and this video is W tier w tier is 99999999 times better then s tier
I think 1003 was rebuilt out of a gp40fh-2
List of train that you forgot:
NJT 4636 (PRR heritage unit)
NJT 4502 (Veterans unit)
NJT 4503 (Atlas unit)
NJT 4640 (Disco Stripe unit)
NJT 4641 (Veterans ad unit)
NJT E44
NJT 4109 (CNJ heritage unit)
NJT 4101 (NJDOT heritage unit)
NJT 4210 (Erie heritage unit)
If i forgot one, comment below.
all of those heritage units are liveries on locomotives that are mentioned in this video.
plus i kinda forgot the e44's were on njt.
@@westofhudsonstudios4726 Ok
How are the GP40-2 (4300-4303) a "non-passenger mandated version"?
Who "mandates" them as passenger or non-passenger????
to be honest, that's the only thing i don't know. out of all of the geeps i've seen, only the 4300s have been on work trains.
@@westofhudsonstudios4726 EMD built approx 3,300 freight GP40s and GP40-2s.
EMD only built 27 passenger GP40s and GP40-2s.
The 13 GP40Ps ordered by CNJ (4100-4112) are part of those 27 passenger GP40s.
ALL other GP40s used for passenger/commuter service nationwide are former freight units that were converted to passenger GP40s.
NJTs GP40FH-2s (4130-4144), GP40PH-2As (4145-4150) and GP40PH-2Bs (4200-4219) are all former freight units that had CATerpillar HEPs added to make them passenger GP40s.
@@westofhudsonstudios4726 Of the original 13 CNJ GP40s, only 3 - 4100, 4101 'NJDOT' and 4109 'CNJ' still have CATerpillar HEPs and are used in passenger service.
Most of the other 10 have had their CATerpillar HEPs removed and are freight units again.
They have joined 4300-4303 as work trains.
The U34s and F40s wore out too quickly.
Most U34s were gone after
though both may have worn out too quickly, they just looked great going up and down the different lines. it's not everyday anymore when you see an elephant-sized locomotive pulling coaches on a mainline.
@@westofhudsonstudios4726 I totally agree with you. I miss the 1990s when NJT had a VERY diverse loco fleet. You never knew what you were going to see pulling (or pushing) into the station.
Nowadays on the Montclair-Boonton line it's always ALP-45s or PL42s....with an occasional GP40 which is a rare treat.
I always hated the "chug-chug-chug" sound of the GE 4-cycle prime movers in the U34s and P40/P42s.
I grew up in the 1970s along the Montclair-Boonton line (or Boonton line as it was called back then) and you could hear those U34s pulling out of the station from a mile away.
Love the smooth sound of an EMD 2-cycle prime mover at notch 8.
Did engine sound factor into your ratings?
And those U34s always belched copious amounts of black smoke. That can't be good for the environment.
The U34s were always covered in a lot of heavy black soot. I assumed they were painted black.
It wasn't until years later I learned they were called "blue birds".
But I never saw one that looked blue.
the "chug-chug" sounds of the U34's prime movers are just iconic to some railfans, but to be frank i do prefer EMD's 645 at notch 8. Plus, i think some were a very dark shade of blue and most of them were black.
@@westofhudsonstudios4726 The U34s were always super dirty and never got a bath.
It wasn't until the GP40 4101 NJDOT heritage unit that I realized why they called them blue birds.
NJT upgraded all 4 of their P40DCs (4,000hp) to P42DCs (4,250 hp).
was that before or after they gave them back to amtrak?
@@westofhudsonstudios4726 Before. They were upgraded to 4,250 hp....but NJT still called them P40s.
NJT sold all 4 to Connecticut DOT, not Amtrak.
They are currently 6708, 6709, 6710 & 6711 with ConnDOT.
This isn't published is it? I'd love to do it myself
Geeps are my absolute favorite. F40ph a close second
You said GP40PH-2B (which is 4200-4219).........but you showed a thumbnail of 4109 (pre-CNJ paint) which is only a GP40PH-2.
oh i actually never noticed that- thanks for the notice!
There isn't a "diesel variant" of the ALP-45s.
"Diesel variant" would imply that there are ALP-45s that only have diesel prime mover and no electric pantograph.
Each ALP-45 has a diesel "mode" and an electric "mode".
I know you know that - you just didn't express it correctly.
The diesel mode is terrible. They should have gone with one LARGE proven locomotive prime move like an EMD.
But they chose 2 small unproven 'industrial' prime movers to satisfy EPA Tier 2 emissions.
see this is a good point, but the problem with it is that EMDs prime movers are much older than that of an alstom's, but i don't know if age necessarily is a factor to unreliability, because the GPs have been running with the same prime movers since they were built and there's still over a hundred around pulling trains without issues (that i know of).
Basically it is an American dual mode version of the Traxx II. The pure electric members of that locomotive family (example: DB class 185) are far more reliable than their diesel charger sisters (example: DB class 245) in several European countries. But as I see it the NJT operates in a densely populated metropolitan area. Why do they not get that overhead catenary up everywhere?
From my European point of view the top three on that list should be the GG1, the "Swedish Toaster" and finally the ALP45 (in electric mode). Electric trains are by far the better option in a densely populated region like New Jersey. So, get that overhead catenary up everywhere! Of course being a railfan I love the sound of EMD engines. But there is so much noise everywhere already. So get all these dangerous level crossings replaced with bridges or viaducts. I don't want to hear bells and horns constantly only because I live near a rail track.
The 32 ALP-44s only lasted 15-20 yrs.
That's not what I would consider a "solid" locomotive.
The last 22 (ALP-44M 4420-4431) were plagued with all kinds of software/electronics problems.
The PL42ACs have been in service for 19 yrs and you gave them a C rating because of their software/electronics issues.
well thanks for the correction - i never knew about the 44s to begin with, and plus i just never liked the PLs too much
@@westofhudsonstudios4726 Understandable that you didn't know about the 44s because most were only in service for 15 years. They needed to be rebuilt (after 15 years....) but NJT decided the money would be better spent purchasing new ALP-46s rather than rebuilding the 44s.
Lackawanna MUs were the real mccoy!!!
W Video
♾️%W video
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