MP40-3PH EXTERIOR DETAILS and CHANGES
Old Paint scheme has ONTARIO and TRILLIUM LOGO on front sides below cab windows New paint scheme has removed the Ontario name and Trillium logo and added METROLINX at the rear of the long hood both sides (Click Image Buttons to enlarge)	Ontario/Trillium Logos (Old Paint)	Metrolinx (New Paint/Repaints)	No Ontario/Trillium Logos Also no logo on 607, 615, 647, 667-682	GO662-GO643 Logo-less / Logos
On first delivery, snow plow edges too high to allow for use of the front uncoupling lever - a welder first welded out a horizontal 'L' shape so the levers on both sides could be used Later plows came with either the wedge manufactured out or a smaller plow	Original Plow	Original Plow	Modified Cut Plow	Manufactured Shaped Plow
HEP exhaust stacks - several variations - after P1 flapper style gone (eg:) 646 delivered with flappers / after P1 HEP stacks Style 3 New 647 HEP stacks almost flush on roof top	HEP Stacks: Original Flappers (eg:) 600 (as delivered) - after P1 now Style 3	HEP Style 2: Taller Stacks (egs:) 627, 643 (& small), 603, 657 to 666	HEP Style 3: Smaller Stacks than Style 2 (egs:) 600 to 602 & 604 to 656	HEP Style 4: Cover (eg:) 638 Now Style 3
UHF and VHF have a new location on locomotives 657 to 666	UHF UHF located on the slanted side behind the first set of grills on the long hood hogger side	VHF VHF located on the slanted side behind the first set of grills on the long hood fireman's side	As new AC units are being added to the cab roof the UHF and VHF are being moved to locations like 657-666 (eg) 620
Flanger cleaning rods and pads to clean flanges of gunk added to front #1 axle/wheels & rear #4 axle/wheels on 619, 621, 625, 639, 642 - Oct 2014 (Still on locos June 2016)	(eg:) 642 Note:white rods/red handles	New AC units added to 557 to 666 Sept 2017
GO 664 first MP40 to have vinyl wrapping and note NO reflective strip (Nov 2017) -and- GO 664 first to sport a new red/white reflective tape across the bumper strip above the knuckle (Nov 2017)

MP40PH-3 EARLY / CURRENT ISSUES

In the first few months of their arrival, the MP40s had a number of issues (operating, practical, safety) - most have since been resolved:

610 ran as a "mighty screamer" for approximately two years - no known fix/reason Axle bearing monitor system excellent but initally many false alarms Because headlights/markers LEDs in winter there isn't enough heat from the lights to melt snow and ice from the headlights/markers Bell activation/release button too small and cannot be activated/released especially by hoggers with large fingers Blended brake not consistent Cab heater unreliable - blows air up pants leg Cab roof leaks Curve of interior of cab roof prevents full opening of doors and easy access to HEP and Engine Control panels Engine decibels excessive especially run 8: cannot hear radio, people a few feet away Entering cab from side door is dangerous - door height smaller than a Northern steam locomotive cab door Fiber glass two-part nose over short hood expensive to replace when damaged First generation MP40s snow plow had wings on top either side that were too high making it impossible to use the uncoupling lever - eventually an 'L' wedge was cut on each end Four window cab front makes operating with a slight blind spot - like traveling along a Lionel track Freight use possible but not recommended GPS on 600 to 610 delivered on back of roof top over cab - later moved to fireman side like on 611 to 625 Hand brake can take up to 70 cranks for full application Heads also banged on roof of cab because of the sloping design Hogger sits right over sub-base compartment door where air is pumped up and released (hearing issues) If enter cab door just overhead of the door is a bare steel grab bar - several hoggers/techie's have been knocked out, foreheads cut open requiring stitches / most entered back long hood access door If headlight(s) need changing out must be done from inside the short hood Locomotives so heavy they have caused lighter rail to turn over No fuel sight glass as not needed since computer controls fuel - also a digital start No grab irons on front/side of short hood to access windshield/wipers/sand hatches Number boards being replaced because the zero's are fading Only markers now red - front or rear as needed Only markers now red - front or rear as needed Operating cab read out of gauges and digital messages difficult to read - needed shield from sun/glare with visor or hood Paint chips/scrapes in fiberglass nose quite damaging Pulse ditch lights hard on eyes at night (as is the new paint 'snowball' scheme) RB exact and reliable Side windows quite small (good thing hooping orders a thing of the past) Still no cut out valve for sander pipes on axles 2 and 3 so they will keep dumping when malfunction - (cut out valves on axles 1 and 3 only) Superior TMS system so 'carrying a tie plug' tradition cannot be revived To refill water in long hood filler cap about three inches from side grills so a hand can hardly get in there - need a step box to reach especially if a shorter person - same for HEP filler slot up high at roof level Toilet right under the sterile First Aid Kit Too much power for weight Unknown why locomotive number only on rear south side of long hood when most arrivals require many techs to be on the north side Vinyl top in cab does nothing to reduce decibel levels Water in engine will automatically dump at certain temperatures Wheel slip auto/manual sanding application generally does not apply sand to the railhead as little or no sand in hold - sand adds extra weight Wheelslip excessive in beginning because locomotives are too heavy - a third axle possible but impractical as MP40 frame is solid - hills like at Port Union saw the F59PHs beat them every time Noted above ca 2015 during normal wheelsip conditions these locomotives sensed wheelsip and attempted to correct by reducing the load to the wheels and applying sand automatically until rail adhesnsion was regained - when rail conditions like ice/snow/leaves added an extreme wheelslip condition even the automatic features were not enough - new adhesion software was introduced to assist in eliminating throttle modulation during wheelslip - the software senses the adhesion loss and reduces the load accordingly without the need for the locomotive engineer initiating throttle modulation to compensate Since there is no load meter in the cabcar adhesion loss is indicated by the wheelslip light or the locomotive engineer sensing slack action in the train GO 622 and GO 663 have had their fuel pumps modified with a back-up fule pump used if the main fuel-pump should fail - it is expected that ALL other locomotives will eventually be retrofitted with the added back-up fuel pump (June 2017) These locomtives have an advanced ABMS or Axle Bearing temperature Monitoring System providing visual and audible warnings to overheated bearings and indicating exactly where the issue is being sensed by the sensors - several conditons that may arise are threated specifically Automatic Engine Stop / Start Features (AESS) have been added to 657 to 666 - it is primarily used for fuel conservation when the locomotive is idling and/or not in service it will shut down the main engine when a specific list of parameters are met and will automatically restart even if one condiiton falls beloew the set parameter A dragging brake alarm is now included on all locomotives if the independent brake has been left applied Locomotive 666 (currently only one (2015)) has new software while it is being used in double heading

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