Most locomotives serve out long careers dutifully carrying cargo or passengers, then they’re sent to the great scrapyard in the sky without much fanfare. Many important trains throughout history have been lost, existing as little more than a few photos and memories. The Illinois Railway Museum, America’s largest train museum, is among the organizations preserving history for everyone to enjoy for generations to come and the museum’s latest catch is a real gem. This is Metra EMD F40C No. 614. Once a mighty staple of commuter rail in Chicagoland, the poor locomotive has spent more than a decade wasting away and getting robbed for parts. Now it’s getting a second chance so that you can ride it again one day.
Back in the mid-1970s, the famous Milwaukee Road introduced 15 General Motors Electro-Motive Division (EMD) F40C locomotives on two commuter rail lines in Chicago. The six-axle F40C was quite the oddball even by today’s standards. Most transit operations run locomotives featuring a quartet of axles. This configuration has been found to have several advantages including maneuverability, lower weight, and lower costs. The EMD F40, a star of passenger rail travel in America for decades, can handle both the tighter curves of an urban environment well while still having long enough legs to run a train at speed between two major cities.


The Milwaukee Road’s EMD F40Cs were an oddity as they were among just a handful of gigantic locomotives rolling around America with a sextet of axles and stupid levels of hauling power for commuter rail. Sadly, nothing lasts forever, and most of the F40Cs were eventually scrapped, leaving just two units to rot away and get cannibalized for parts. Thanks to the Illinois Railway Museum, one of these locomotives is going to get the chance to put smiles on faces for years to come.

A Transition In Passenger Rail
In several decades past, passenger rail was different compared to how it is today. If you board a train in a city today, you’ll likely find it operated by some sort of regional transportation authority. Meanwhile, a long-distance train will usually be operated by the likes of Amtrak.
A long time ago, passenger trains running down the rails in America were handled by countless private railroads. To call the competition between these railroads “fierce” would be an understatement. Chicago, which has frequently been called the capital of rail in America, saw countless railroads operating on the thousands of miles of tracks in the area. Commuter rail to Chicago was operated in large part by Chicago, Burlington and Quincy, Chicago and North Western, and Milwaukee Road.

But these weren’t all of the roads that served Chicago at some point in history. That ridiculously long list includes Minneapolis, St. Paul, and Sault Ste. Marie, Louisville and Nashville, Penn Central Transportation, Monon Railroad, Illinois Central, Baltimore and Ohio, and too many others to list.
In the past, rail historians have noted, more railroads converged in Chicago than anywhere else in America and the thousands of miles of trackage in the Chicago area were just staggering. Chicago was an ideal location for so many railroads to flow through. The area features flat, arable land perfect for farming and laying down track. It also features access to the Great Lakes, access to all sorts of industries, and it’s pretty much right in the middle of the country. Even today, six of the seven largest railroads run through Chicago, as do 1,300 trains daily.

After May 1971, Amtrak took over a lot of America’s passenger rail operations, allowing the surviving private railroads to focus on lucrative freight operations. Longer distance operations were gobbled up by Amtrak while local commuter rail eventually fell into the hands of Metra, the current operator of commuter rail from the suburbs to Chicago.
In the mid-1970s, the predecessors of Metra still ruled Chicago’s commuter rail. For its part, the Milwaukee Road served Chicago via the Milwaukee North, which ran from Chicago to Fox Lake in the far northern suburbs and as far beyond as Walworth, Wisconsin. Milwaukee Road also ran the Milwaukee West line, which took passengers out west to Elgin.
The passenger lines in Chicago had their own ways of driving progress in passenger rail. In the 1950s, Chicago & North Western introduced its iconic heated and air-conditioned bi-level coaches. Milwaukee Road responded with a similar setup in 1960, boasting improvements in comfort, capacity, and speed.

In 1973, Amtrak began taking delivery of a new type of locomotive to replace the aging and broken fleet it inherited from private railroads when it opened a couple of years prior. The EMD SDP40F was the first new diesel-electric built specifically for Amtrak and the railroad intended the meaty six-axle beast to be used on its long-distance routes. Based on the EMD FP45 passenger locomotive and the EMD SD40-2 freight locomotive, the SDP40F promised durability and more than enough power to pull long passenger trains at high speeds. These bulky locomotives were powered by EMD 16-645E3 169.6-liter V16 prime movers good for 3,000 HP.
As Trains.com writes, the private railroad predecessors to Metra didn’t like asking for government funding to upgrade equipment. Instead, each railroad is expected to fund the acquisition of new locomotives and improved carriages through fare hikes. Unfortunately, this practice was unsustainable.
In an effort to get government assistance to improve rail, four Chicago area districts were formed. The North Suburban Mass Transit District and the Northwest Suburban Mass Transit District worked to improve the service offered by Milwaukee Road. By joining these two districts, Milwaukee Road gained access to federal and state funds that it used to upgrade the railroad’s decades-old locomotives and passenger cars.
The Mighty F40C

This allowed Milwaukee Road to make one important improvement, from Metra:
The F40Cs were derived from the SDP40F six-axle locomotives built in 1973 and 1974 and purchased by Amtrak. Though the two locomotives are relatively similar, a key difference between the SDP40F and the F40C was the way in which the locomotives heated their railcars. The SDP40F operated with a steam generator for climate control which, approaching the last quarter of the century, had become outdated. Increased interest in a new way to heat passenger cars resulted in the development of head end power (HEP), and the new version of the six-axle locomotive adopted the trend.

The colossal F40Cs featured alternators for head-end power, which finally left the old steam generators in the past. The F40Cs kept the same power as the SDP40Fs, but were smaller and Milwaukee Road gave the units some extra flair with the addition of distinctive corrugated panels. Add in a swooping white and red on sky blue design and the F40Cs were just as pretty as they were powerful.
The F40C even proved to be the better version of the SDP40F. Eventually, the SDP40Fs gained notoriety for derailing, which is credited with hurting the type’s performance on the market. The F40Cs didn’t suffer the same fate.

As Metra explained above, the F40Cs were also ahead in technology, but not for very long. While the F40Cs were reliable and powerful, they were also just so awfully huge, from Metra:
The F40C locomotive is heavier and much longer than its successor, the F40PH. At 364,000 pounds and more than 68-feet long, the F40C is much larger than the F40PH’s 260,000 pounds, 56-foot-long build. The significant size and weight of the F40Cs along with the two additional traction motors necessary for the six-axle design resulted in a lack of demand for commuter rail needs, particularly for short-distance rail. EMD’s construction of the F40PH put all the same technology of its predecessor into a smaller locomotive, and customer demand followed suit.

The smaller F40PH remains a common sight on Metra’s lines today. However, that doesn’t mean that the F40Cs were immediately replaced. The Milwaukee Road eventually collapsed, the mass transit districts dissolved, and commuter rail to Chicago ended up in the hands of the then newly formed Metra. The railroad then kept the F40Cs running until 2003 and 2004 when they were replaced by new MPI MP36PH-3S locomotives.
The F40Cs then sat unused on Metra’s roster for five years. When it came time for Metra to rebuild its oldest EMD F40PHs, F40C no. 611 and no. 614 were put back into action, picking up the slack. I fell in love with the F40Cs around this time and got to ride behind no. 611 as it pulled a train from Fox Lake to Chicago. I still remember how its horn sounded and how its power hit with a kick.

Unfortunately, as Metra says, the F40Cs were thoroughly vintage locomotives by this point and they were having reliability issues of their own. Every F40C was retired by 2012 as Metra said the locomotives were in dire need of refurbishment. Metra put out bids and got no bites, so the locomotives just ended up sitting. Even worse was that Metra’s shops began raiding them for parts to run other locomotives.
Metra then started getting rid of the F40C fleet. By the late 2010s just two were left, nos. 611 and 614, the last ones to get use. Sadly, that didn’t mean they were operable. They needed total rebuilds back in 2012, by now they had so many parts taken that they couldn’t even start.

For years, enthusiasts including yours truly begged Metra to donate the locomotives instead of scrapping them. Thankfully, Metra finally did just that. On February 21, IRM announced great news:
The Illinois Railway Museum would like to express its gratitude to Metra for the donation of F40C locomotive 614, which is expected to arrive at the IRM site in Union soon. This unique and distinctive six-axle passenger diesel served for decades in Chicago commuter service, operating over the Milwaukee Road lines of what today is the Metra commuter rail system. It is the only one of its kind in preservation. IRM hopes to restore the engine and operate it for the public over the museum’s demonstration railroad.
Metra 614 was built in May 1974 as Milwaukee Road 54. The F40C design was unique to the North Suburban and North West Suburban Mass Transit Districts, which supported commuter service over the Milwaukee Road lines north and west of Chicago to Fox Lake and Elgin. The F40C is a six-axle, six-motor locomotive with a “cowl” design intended purely for passenger service. The locomotives sides were sheathed largely in stainless steel to match the Milwaukee Road’s bi-level commuter coaches. They were also equipped with head-end power (HEP) as built. Only 15 F40C locomotives were built, all in 1974 by the Electro-Motive Division of General Motors at the EMD plant in McCook, Illinois.

Weirdly, Metra also hasn’t given up the six-axle dream. In recent years, it has picked up a fleet of majestic EMD SD70MACHs (above) that now fulfill the roles the F40Cs used to.
The Future

No. 614 was delivered to the museum on Sunday. Sadly, Metra’s crews robbed 614 of its turbo, aftercoolers, ducts, radiators, diode banks, and other important parts. Due to the large number of missing parts, the IRM Diesel Shop has a battle ahead of itself to get 614 running again. However, the volunteers of IRM have repeatedly shown themselves to practically have a superpower for bringing locomotives back from the dead.
This is a pretty huge deal. If it weren’t for Metra and the Illinois Railway Museum, it’s entirely possible that these locomotives could have disappeared into the pages of history like so many others. So even if just one is being saved, it’s incredible.
I’d say give the volunteers a year or two. Then, you’ll get to see the mighty F40C running the rails again and even ride in a train pulled by it. You bet I’ll be there when it happens.
(Topshot: H. Michael Miley – Creative Commons Attribution-Share Alike 2.0.)
A cool post by one of the coolest automotive journalist.
Q: Would the 614 out run or out pull the locomotive you drove?
On the subject of commuter locomotives and axles, where I grew up we had five axle locomotives. Because Grand Central Station in New York only allowed electric trains using 600 V third rail power the NY Central, New Haven and successor Metro North had dual power and triple power locomotives. From the 50s to the early 2000s the EMD FL9 hauled commuter trains that were outside of electrified territory. These were EMD F units with third rail shoes and extra electrical gear with a normal 2 axle truck in front and an unusual A-1-A 3 axle truck in the rear for the extra weight. A digression, diesel and electric locomotive axle layouts use letters for powered axles, numbers for uncovered axles. Most six wheel locomotive trucks are C with motors on all three but some designs have an unpowered center axle, A-1-A, to reduce track loads
Great article! It was really nice seeing the Metra locomotive, but the picture of the Chicago & North Western train with the Loewy-designed locomotive really brought back some good memories: going downtown with Mom to shop Marshall Field’s basement for back to school clothes, classes at DePaul, commuting in for my first job… Well done!
YES!!! I lived in Chicagoland when the F40Cs were running the rails in Metra’s network,specifically along the Milwaukee District North and Northwest lines. One of them was actually named after my hometown-Metra Road Number 601-City of Elgin. Metra kept 2 of the F40Cs as backups ,which came in handy in 2004-2005 when the (then new at the time) Motive Power MP36PH-3S locomotives were having software issues. Unfortunately the rest of the F40C fleet was sold off and unceremoniously scrapped. F40Cs like their smaller F40 PH counterparts were known to be loud,regardless if the locomotives were parked at a station or pulling/pushing a commuter train (the F40 series was known as the “screaming thunderbox”).
With some of the bi-level galley and cab cars preserved at the IRM in Union 614 will be able to hookup to them with no problem!
The Milwaukee Road’s EMD F40Cs were an oddity as they were among just a handful of gigantic locomotives rolling around America with a sextet of axles and stupid levels of hauling power for commuter rail.
Genuine question to cure my ignorance here: commuter trains need stupid amounts of power? I thought in general commuter trains were much shorter and lighter than freight trains, even if they are designed to move at higher speeds. I do suppose you would want to only use one engine. But it’s still a far cry from mile-long freight trains loaded with really heavy cargo.
Less for moving weight and more needed for speed. Some of the commuter rail lines in Chicago are 40, 50, or 60-miles out to the suburbs and the trains regularly hit 80MPH on express routes to keep times short (and stay out of the way of freight traffic), so you need some power for that. The old Milwaukee Road routes mentioned in the article are some of the longer routes in the system, so to avoid a 2-hour commute you needed a fast train.
I was a regular on the Burlington Northern Sante Fe (BNSF) commuter line for many years and I think every train I rode, with very few exceptions, had a single locomotive. I remember a couple of occasions when a train I was on would break down and we had to wait for a tow from another train.
The other thing is that the commuter trains start and stop every few miles, and need quick acceleration as opposed to a freight that just rolls along at a steady-ish speed.
In addition some of that power is drawn off the prime mover to provide head end power for heating/ventilation and air conditioning for the bi-level cars,which is why the majority of the time the prime movers were running at full power.
Another one saved! ^_^ Restoring a 645 shouldn’t be too awful for them.
I am so happy that this happened. Growing up near the MD-W line it was always a special treat to see them in service, and there is no better home than IRM for one. The big question is, when will they get some Milwaukee bilevels to complement?
Yeah – but can it do this?
https://www.youtube.com/watch?v=5qPAOarQxaU
(Ending of “Silver Streak” – co-starring a yellow Fiat X1-9)
I will always go back to the Engines built by GM that powered the SAR out of Apartheid.
Not to be a bummer or anything, but GM saved that country. Many people forget that.
Otherwise, this Chicago engine is nice, not spectacular, but nice 🙂
I’ve been learning a lot, here. I’m worried that Mercedes might turn me into a “train guy”, instead of just a car, motorcycle, and airplane guy. Now where am I gonna park THAT shit….
Model railroading scratches that itch for me, but at the moment I’ve nowhere to put my layout.
This is great news! Always love reading about the history and seeing it saved
Being a city dweller my ride was a little more, elevated, but there are fewer sensations as impressive as walking down the Union Station north concourse from the Madison St stairs at rush hour when there’s a booming locomotive idling on every track.
While I don’t THINK this was a concern with this particular locomotive, another reason for six-axles is to spread the weight allowing operation on lighter rail. And that was the main reason that the E-unit predecessors of these had six axles. They actually only had four powered axles, but needed to spread the weight of two prime movers, being dual EMD 567 powered. The Milwaukie Road did roster a number of six-axle units for that use-case for freight service on light railed and bridged grain branches in the Midwest. Most of the granger railroads did.
I suspect a big reason they liked these is that those double-decker commuter cars they used were seriously heavy, and they liked to have lots of them in a train, F40PHs would likely have needed two locomotives to haul them with reasonable acceleration. Nice to see one saved. So much railroad history just ends up getting scrapped.
The F40PHs on Metra’s network usually pulled 7-8 bi-levels with only one locomotive,however on occasion two locomotives would be used ,especially for rush hour or express trains that would skip stops. Usually those trains had 8-9 cars (10 at the most).
Exactly – an F40PH CAN pull them, but with a performance penalty that these larger locomotives did not have. And it costs more to run two smaller locomotives than one larger one.
If anyone is in the mid-Atlantic region I would recommend the B&O museum in Baltimore. Including the first mile of railroad right of way
I’m looking forward to someday seeing the Illinois museum featured in Mercedes’ post
Or come down to the Virginia Transportation Museum in Roanoke and see the N&W Class J 611
That is decidedly the crown jewel, but there is so much to see about planes, trains, and automobiles. Really a great place to spend an afternoon.
I’ll second that. Took my buddy & his grandkids there a couple years back. Was a pretty good place for a hyperactive child with a billion questions given you can climb into many of their engines.
-next time we are bringing our own snacks as the only on-site ones heavily featured sugar—which the kids loved, but added to our workload. 🙂
And then add Steamtown in Scranton, PA, which is also a great place to spend a day.
The Savannah one is nice as well.
A bit smaller, but the PA Trolley Museum in Washington PA, just south of Pittsburgh. They have a demo track as well.
I loved the B&O museum when I lived up that way. Went like 3 times in 2 years. I cannot recommend spending a day at IRM enough. I haven’t been in 20ish years, but it never disappointed. I hope to sneak away from my mom’s wedding festivies to take the fam this summer. Brilliant, brilliant, brilliant place for anyone you even marginally likes trains.
Don’t sleep on the Railroad Museum of Pennsylvania. They’ve got an example of almost all later classes of PRR locomotives – they started as PRR’s corporate collection – and they’re right across the street from the Strasburg Railroad in case you want to ride behind live steam.
I was going to comment the same thing, but I decided so see if anyone already mentioned the museum first. If you are into trains, this museum is worth a several hour drive. My father and I drove down from upstate NY right before the Covid shutdown, and it was one of the very best museum experiences I’ve ever had. Beautiful indoor space that lets you get right up to the trains, lots of information on all of their pieces. Someday I’ll take my kids back there. Also, south-central PA is absolutely gorgeous in the spring.
Fall, too!
Spencer Shops north of Charlotte, NC is AMAZING!