Passenger Trains > UPDATE: Former Amtrak 231 and former Amtrak 644 / BNSF 6976

https://www.trainorders.com/discussion/read.php?1,6043657
http://www.irm.org/in-the-news/amtrak-diesels-donated

UNION, IL: Dynamic Rail Preservation (DynaRail) and the Illinois Railway Museum (IRM) are pleased to announce that DynaRail has donated the two ex-Amtrak diesel locomotives under its care to IRM. The locomotives are Amtrak 231, an F40PHR built in 1977, and Amtrak 644/BNSF 6976, an SDP40F built in 1974. Number 231 is one of only two Amtrak F40PHR locomotives preserved intact, while 644/6976 is the only remaining SDP40F, making both engines nationally significant as representatives of early Amtrak motive power.

"Having been involved in rail preservation for 25 years, and contemplating the future of the saved Amtrak locomotives, I am thrilled to see they have been accepted at IRM," said Chris Fussell, DynaRail founder. "After attempting to find a home for them at three publicly run museums, the challenges the locomotives faced only served to prove that IRM, a privately operated organization, is a home that guarantees their preservation, plus the decades of work and donations that have gone into them will not be for naught. I have confidence in their organizational structure, security, and longevity for future generations; plus, the donation agreement assures that the DynaRail founders will still be fully involved in the ongoing care and operation of the locomotives, which was a critical component in the quest of finding a home. Thank you, IRM, for helping ensure 231 and 644's preservation for generations to come!"

"IRM is extremely grateful to Chris and DynaRail, both for making sure these units were preserved in the first place, and of course for donating them to our organization," said Jamie Kolanowski, Curator of the IRM Diesel Department. "These are our first Amtrak passenger locomotives, so as large as our diesel collection is, this was really something we were lacking. We're thrilled to be able to give these two engines a permanent home."

At IRM, the two locomotives join the nation's largest and most comprehensive collection of historic diesel locomotives. The Museum intends to preserve the two locomotives and operate them on its five-mile demonstration railway. IRM is appealing for funds to help preserve, house, and restore these historic locomotives. CLICK HERE for information on donating to the preservation of Amtrak 231 and BNSF 6976.

History of the Locomotives

Amtrak 231 was built in July 1977 by the Electro-Motive Division (EMD) of General Motors at its plant in La Grange, Illinois. Designated an F40PHR, it was one of 216 identical locomotives built for Amtrak between 1975 and 1988. The four-axle F40PH-type locomotive was a significant advancement for Amtrak, as it was the first passenger locomotive originally built for the system with head-end power (HEP) to generate electrical power for lights and HVAC in the train. This type of diesel was the mainstay of Amtrak long-distance passenger service for two decades and served across the country. Number 231 was retired in October 2001 and purchased by DynaRail's founders in late 2002 for preservation. It has been restored to its late-1990s Amtrak appearance, including Operation Lifesaver emblems.

BNSF 6976 was built in August 1974 by EMD at its La Grange plant and was originally numbered Amtrak 644. The SDP40F was a six-axle passenger locomotive designed in the early 1970s for Amtrak, and a total of 150 examples were built in 1973 and 1974. During 1975 and 1976, SDP40F locomotives were involved in a series of derailments attributed to the locomotive's design. Amtrak retired these locomotives and replaced them with four-axle F40PHR locomotives. Number 644 was resold in 1984 to the Atchison Topeka & Santa Fe, which rebuilt it for freight service, including a conversion from hollow-bolster to standard trucks that eliminated the derailment issue. It remained in use until it was retired in 2002. This unit was unique in that shortly before it was retired in 2002, it was painted in a bright blue Maersk Sealand livery to celebrate the opening of a new port facility in Los Angeles. A DynaRail founder helped purchase the locomotive from BNSF Railway in 2003 and donated it to an Oregon museum organization until it was sidelined when various groups had to vacate the famed Southern Pacific Brooklyn Roundhouse. Following vandalism and an unknown future, DynaRail took possession of the engine in 2013 and relocated it to a safer place. It is preserved in its unique Maersk Sealand livery.

About the Illinois Railway Museum

The Illinois Railway Museum, a “Museum in Motion,” is the largest museum of its kind in the United States. The museum was founded in 1953 and is located 35 miles northwest of O’Hare in Union, McHenry County. It encompasses all aspects of railway history including steam and diesel locomotives, electric streetcars and elevated cars, and historic passenger and freight cars which are operated on the museum’s 150-acre site and 4.5-mile-long railroad. The museum, a 501(c)3 nonprofit educational organization, is owned and operated by volunteers and relies entirely on visitors and donors to fund its preservation efforts. For more information on the Museum, visit www.irm.org.

About Dynamic Rail Preservation

The mission of Dynamic Rail Preservation is to dynamically preserve railroad equipment for display, education, and operation; and to enhance the public awareness of the historical, current, and future importance of such railroad equipment. The organization was founded in 2002 to save Amtrak locomotive 231 from imminent scrapping, which was a success, and it repeated the effort the following year by saving ex-Amtrak BNSF locomotive 6976. DynaRail is dedicated to the ongoing care, maintenance, restoration, and operation of these preservation efforts. For more information on DynaRail, visit www.dynarail.org.

Weren’t the P30CH’s Amtraks first new motive power with HEP?

Posted from iPhone

Amtrak 644 handling the "James Whitcomb Riley" going around the connection track from the B&O to the C&O at Cottage Grove IN, slide mount says JAN 76.

mike woodruff
north platte ne

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Nice shot of the combined Riley and Mountaineer.  Normal practice would have been for the lead unit to power the Mountaineer (last four cars) east of Cattletsburg, KY.

Dave

The AMTK 231 could have been wrecked near Martinez CA more than a quarter century ago 
as trackage and signaling were expanded for the new Martinez station.  It happened on the day when
a new signaling system was being cut in.

As usual, there were problems, but the primary error was human: a Union Pacific signal supervisor
verbally cleared two trains onto the same track...running toward each other.

Amtrak 711 and Amtrak 6 stopped safely before collision. When they both entered the same signaled
block west of Martinez, the radios blared, "STOP YOUR TRAIN!   STOP YOUR TRAIN!   STOP YOUR
TRAIN"...repeated and repeated and repeated.  Every train on that UP radio channel stopped.

The two Amtrak trains were delayed over three hours, as both crews were relieved and new crews had 
to be called.  Work on the signals was stopped until an investigation cleared the work of any fault.

The AMTK 231 was the power on Amtrak 711 and could have been wrecked that morning, but safety systems 
protected it, its train and its passengers and crew (and those on Amtrak 6) from a human error.



Edited 1 time(s). Last edit at 07/02/25 16:51 by GenePoon.

Correct on the P30CH's being first new Amtrak with HEP.  GE had a brand new P30 at the Erie,PA. station for the  inaugural westbound Lake Shore Ltd.  on 10/31-11/1/1975  , at the time the P30's were going to used out of New Haven with  brand new Budd Co. Amfleet cars. The P30's never operated on the Shore Line due their weight 

I believe the only use of P30s on the West Coast was in about 1976 when two of them brought a dozen new Amfleet cars, eight coaches, three Amdinettes and one Amcafe, to Seattle in one train to take over our Puget Sound, Mt. Rainier and Pacific International runs, replacing steam-heated equipment that was wearing out fast. I got to ride that train between Spokane and Seattle via Stampede Pass. One of the Amfleet coaches in that train, now the 82500, is now back in Seattle working the Cascades, though I understand it's listed as out of service at the moment. The P30s didn't stay in Seattle.  F40s were either here already or arrived really soon thereafter, as I remember, the 215 through 219.  I think the 226 arrived later, plus more for the start of the Pioneer.

NPRocky Wrote:

> I believe the only use of P30s on the West Coast was in about 1976 when two of them brought a dozen new Amfleet cars, eight coaches, three Amdinettes
> and one Amcafe, to Seattle in one train to take over our Puget Sound, Mt. Rainier and Pacific International runs

SP leased a wad of P30CH's in 1978 for their San Francisco - San Jose, CA commute service:

https://www.trainorders.com/discussion/read.php?11,5947131
https://www.trainorders.com/discussion/read.php?11,2141029

The Pooches were also regulars on the Sunset Limited into Los Angeles, though I've never heard of one getting "stolen" for a San Diegan.

"Amtrak 711 and Amtrak 6 stopped safely before collision. When they both entered the same signaled
block west of Martinez, the radios blared, "STOP YOUR TRAIN! STOP YOUR TRAIN! STOP YOUR
TRAIN"...repeated and repeated and repeated. Every train on that UP radio channel stopped."


Which safety system was this? And it broadcast that over the radio automatically? Pretty interesting, as I've never heard of something like this.

Posted from Android

With that system in place, upon violation of the signaled block, a warning in a computer generated voice went out on the road channel. I was there, having detrained earlier from Train 11, the Coast Starlight to await a Thruway Bus, and was as surprised as anyone else (I had the radio on).

With CTC, that kind of warning can be programmed so that trains can be ordered to stop immediately without a human dispatcher having to contact the involved crews. These were passenger trains which could stop relatively quickly but if it involves a long PSR freight train, every second of warning could be critical.

P30CH were used for several years on the Sunset in the 1980’s so they had more of a presence on the west coast then just in SP commute service. RG

Posted from iPhone

And the journey to IRM begins...

Both units are together in the hands of UP in Henderson, NV.

Both units are on the UP MWCNP(23) that has departed Las Vegas North/East bound.



Edited 1 time(s). Last edit at 07/24/25 06:09 by longliveSP.

Both units are still on UP MWCNP(23) and have finally crossed into Utah.

Scheduled arrival of UP MWCNP(23) into Salt Lake City UT was 07/25 at about 1:50 AM MDT.

It is approaching Salt Lake City now with both 231 and 6976 DIC behind the engines.

Now approaching Cheyenne, Wyoming

Arrived in North Platte

The engines have arrived outside of Chicago this morning

The engines have safely arrived at IRM.