Welcome to my Blog. The scope of this blog is to record the trials and tribulations of building and maintaining an HO scale layout, the trains and all of the ancillary projects that go with it. In 2017 New York Central subsidiary short line Empire Belt Railroad came into existence. The New York Central / Penn Central and Empire Belt are now the major railroads featured.
Empire Belt GP30s
The EBRR GP30s round a curve on the Empire City Belt Line.
Just when I thought I had more than enough COFC and TOFC cars more have arrived on the layout.
60' TTX COFC Flatcars
I'm blaming this portion on M.B. Klein and their 100th anniversary sale. I had my eyes on three Walthers TTX 60' COFC cars for a long time and they kept reducing to the price to point I couldn't not buy them. I held out for several months but as you see here they are.
The models are 60' Pullman-Standard flatcars painted in the Trailer Train (TTX) yellow scheme.
The three car set has been checked for coupler heights, the wheel faces and trucks are painted flat black and each car received a shot of dullcote.
Each model come with a zip lock bag that contains two sets of container pedestals. One in the down position to allow a 40' container to ride on the car and one in the up position to allow two or three containers to ride on the car. The below car is set up for a 40' and 20'container.This car is set up for two or more 20' containers.
Three Walthers 20' containers fit snugly on the car. My other brands of 20' containers were just a tad to large to fit into the pedestals.A Walthers 20' and Athearn BB 40' container fit the car nicely.Two Walthers containers make up this 20' and 40' container load.
89' Trailer Train Twin 45 TOFC Flatcar
This Walthers TTX TOFC flatcar was a preorder from last year that I totally forgot about until notified that I was being billed for it.
Checking that the car meets layout standards it is noted that the coupler height is way too low and will need adjustment.
After adding shims to the coupler box the couplers now meet the Kadee height gauge. The car has received a shot of Testors Dullcote, the trucks have been rattle can painted flat black, the wheel faces brush painted flat black and the car is now layout ready.
With trailer hitches on each end the two 45' trailers just fit on the 89' car by sitting back to back.
The new TTX Twin 45 TOFC flatcar makes its first revenue run.
New COFC and TOFC cars on the move.
Final Thoughts and Comments
The 60' and 89' cars have proven themselves to be good reliable runners in the few weeks they have been tested on the layout. With these latest arrivals I believe my TOFC-COFC itch has definitely been scratched!!
Welcome to the first of the lash up of the week blogposts. These short posts will provide a quick look on this weeks motive power running on the layout and some fast fun facts. Lets take a look at this weeks consists!!
On February 01, 1968 the Penn Central opening day roster consisted of 363 EMD F7As and 77 EMD F7Bs. Six of them power a mixed train thru Empire City.
The A-B-A-A-A-A lash up of F7s come across the High Line. The models are from Bachmann Plus and Bachmann. The first three are powered and the last three are along for the ride. The A-B-A set and A-A set at the rear are drawbar connected for closer spacing.
On another train a versatile F7A-GP38 consist leads a train thru Empire City NY. Both engines are powered Athearn BB products
The EMD F7s are on the move!!!
All of the above models were painted and lettered by. the Patti-O Paint Shop.
Welcome to another close enough locomotive project! Last week we focused on a pair of New York Central GP20s needing new numbers for prototypical correction. Today we're going stray a bit from an actual prototype and focus on a project that produced two close enough U33Bs that more closely fit my layouts operating scheme.
This project actually dates back to May 2016 when I purchased two used Bachmann Plus Mopac B23-7s for repainting as close enough Penn Central U33Bs. That project died in the paint stripping phase as the models basically fell apart.
After this I purchased the two new Mopac shells seen below online from Bachmann Parts.
The drives for these engines are a bit loud and these two locomotives became the best looking engines in my locomotive purgatory box. The Mopac B23-7s were good looking units but they really had no place on the layout that I could think of no matter how hard I tried. The B23-7 model introduced in 1977 just couldn't find a niche where they saw any type of layout time.
Seven years later in September 2023 I finally took the plunge to repaint the Mopac engines in PC livery as U33Bs to join my close enough Bachmann Plus New York Central U30Bs that I painted in 2011 and renumbered in 2019 to U30B numbers.
For this project I used Penn Central locomotive decals from Microscale, set 87-84, and K-4 Decals pictured below.
The shells were not stripped of their paint to avoid the issues of the first attempts at this but were rattle can primed and painted. Here they are ready for lettering.
Brief Prototype History
In 1968 the Penn Central took delivery of sixty six (66) U33Bs numbered 2890-2955. Between May and June 1970 the PC took delivery of another ten (10) U33Bs that had been ordered by the Rock Island and later cancelled. All U33Bs are assigned to Selkirk for maintenance.
The General Electric U33B was a four axle B-B locomotive that was built between March 1966 and December 1975. The U33B produced 3300 HP powered by the GE FDL-16 sixteen cylinder prime mover. A total of 137 units were sold with the New York Central purchasing two (#2858 and #2859) and the Penn Central being the biggest buyer with eighty one (#2890-#2970) engines purchased.
New York Central #2858 (with #2859) is one of the two U33Bs on the NYC roster that were classified as U30Bs but really were U33Bs.
There is some confusion as to the NYC 2858 and 2859. Wikipedia reports they were downrated to 3,000 HP while the Penn Central Bi Annual (Reid) and Penn Central Power (Yanosey) books list them 3,300 HP units.
Close enough Penn Central U33B #2899 has just been released from the Patti-O Paint Shop. The 1:1 scale 2899 was part of the first order of twenty six U33Bs (#2890-#2915) that were delivered to the PC between September and December 1968.
The Bachmann Plus handrails are a bit rough in this close up photo and it looks like I need to touch up a stanchion or two. Otherwise the 2899 is ready for revenue service.
Penn Central U33B #2965 arrived on the property between May and June 1970. The 2965 was originally part of a fifteen unit order by the Rock Island (to be RI #4510-#4524) that was later cancelled during a January-February 1970 strike at GE and a lack of financing.
The almost Rock Island PC units were numbered 2956-2970.
The 2965 and 2899 get ready to depart Terminal Yard with a TrailVan Train for which they were well suited.
However the new units and TV Train cannot depart without first being inspected by 1:87 PC Ralph!!!
The newest PC U Boats lead a train back towards Terminal Yard.
Selkirkians dominate the motive power pool today at Terminal Yard.
The newly painted 2899 and 2965 join fellow U-Boats and an Alco RS11 in the Selkirk maintenance base.
The newly painted close enough PC U33Bs lead the close enough U30Bs on a freight train back to Selkirk.
On another day a PC GP30 assists the U-Boats moving the tonnage thru Empire City.
The 2899 has teamed up with an F7A and F7B in another Penn Central lash up.
The U33Bs in action with the newly renumbered NYC GP20s from last weeks blog entry.
Final Thoughts and Comments
This was another of those roster correction projects that enabled two locomotives to be released from locomotive purgatory and become revenue earning motive power. While not really prototypical to me they are close enough.
Since the repainting and re-lettering they have run more in a week than they did in the previous seven years. And they look good doing it!! One other thing to mention, the loud drive trains seem to have quieted down considerably. Or maybe it's just me...
Here we go again!! As my modeling and operational focus continues to move forward into the late 1960s and early 1970s and the merger of the New York Central and Pennsylvania Railroads to become the Penn Central Transportation Company suitable motive power of the PRR and NYC are continuing to be renumbered to reflect the NYC and PRR preparations for the merger.
Notable units renumbered are these PRR SD9s renumbered as 6921 and 6924 to reflect their 1966 road numbers.
New York Central S12s renumbered to #8092 and #8110.
My three NYC GP30s renumbered to the 2100 series, as #2188, #2194 and #2197.
In early September two of my three NYC GP20s were renumbered from the as delivered 6100 series to the merger renumbering that took place around 1965. NYC GP20 #2103 was originally the second #6109 in the fleet and was renumbered 2103 not once but twice.
Brief Prototype Summary
During the summer of 1961 the New York Central took delivery of fifteen GP20s from EMD numbered 6100-6114. The GP20 was the first turbo charged four axle locomotive producing 2,000 HP and first low hood road switcher purchased by the NYC. The NYC units were the only GP20s built without dynamic brakes.
Roster Adjustments
In 1963 GP20 #6109 was wrecked and scrapped. In 1965 GP20 #6106 was wrecked and scrapped. In 1966 both the NYC and PRR began to renumber their locomotives after planners for the pending NYC-PRR merger met and devised a renumbering plan for the locomotives of the two railroads. The 6000 series went to the PRR for their six axle locomotives and the thirteen remaining NYC GP20s were bumped to the 2100-2112 series.
Model Information
In Locomotive Spotlight #3-2023 (link below) I mentioned that knowing the prototype 6109 was wrecked in 1963 was starting to nag me as my layout operations are now focusing from basically 1965 into the Penn Central merger.
With the prototype 6109 only on the roster for a little over two years having the locomotive running in the Penn Central Car Movements Virtual Ops finally became a non starter for me and I decided to change the numbers on both 6100 series GP20 locomotives.
The 6109 is ready for renumbering.
The 6107 is also ready for its new number.
The GP20s cab side numbers have been removed with Solvaset and an eraser. The number boards and cab sides were painted with black acrylic paint.
The cab sides and number boards have been brush painted with Testor's clear gloss.
Newly renumbered NYC GP20 #2109 has been released from the paint shop. The prototype NYC #2109 was the ex NYC #6111.
NYC GP20 #2108 has also been released from the paint shop. The 1:1 NYC #2108 is the former #6110
The 2103 rounds out the NYC GP20 fleet giving me a three engine consist that looks right in consist and is merger ready.
Getting It Right The Second Time
The 2103 is no stranger to prototypical renumbering. In 2014 I renumbered the NYC 6109 #2 as the 2103 using PC style numbers. I was quite proud of this at the time but as time went on and prototypical knowledge grew I learned that the units should have had smaller NYC style numbers and the larger numbers started to annoy me.
In October 2021, a mere seven years later,😉 I added the correct NYC style numbers.
Final Thoughts and Comments
The two newly renumbered Proto 2000 NYC GP20s have been in my fleet for about two decades. The 6107 and 6109 are prototypical as delivered numbers but as my modeling interests went into the late 1960s and I learned their as delivered numbers were changed and the 6109 was wrecked in 1963 The winds of change started to blow.
As for the models themselves all of the GP20s have had their axle gears replaced and since then have been good looking and very reliable locomotives. With all three now in the 2100 series the three units look much better to me when in consist and will make a return to the PCCMs.
Todays spotlight will shine on the General Electric Genesis Series of locomotives that were introduced in 1992. We'll take a look at the interesting prototype and the three Athearn BB models on my roster.
Amtrak P40DC #824 was the first Genesis diesel I purchased in the mid 1990s.
Several years later I purchased a non powered P40DC #803.
In May 2023 I picked up this used, new in the box, Amtrak P42DC.
Prototype Information
courtesy of Wikipedia
General Electric Genesis (officially trademarked GENESIS[5]) is a series of passenger diesel locomotives produced by GE Transportation, then a subsidiary of General Electric. Between 1992 and 2001, a total of 321 units were built for Amtrak, Metro-North, and Via Rail.
"Amtrak Genesis P40" by R Shemilt is licensed under CC BY-NC 2.0. To view a copy of this license, visit https://creativecommons.org/licenses/by-nc/2.0/?ref=openverse.
The Genesis series of locomotives was designed by General Electric in response to a specification published by Amtrak and ultimately selected over a competing design presented by Electro-Motive Diesel (EMD). The Genesis series are the lowest North American diesel-electric locomotives. This height restriction allows the locomotive to travel easily through low-profile tunnels in the Northeast Corridor. The Genesis series is lower than even the previous-generation F40PH by 14 inches (356 mm).
It might have been lower but it is tough to climb in and out of!
"Amtrak #067 Genesis P42 1" by Jack Snell - Thanks for over 26 Million Views is licensed under CC BY-ND 2.0. To view a copy of this license, visit https://creativecommons.org/licenses/by-nd/2.0/?ref=openverse.
The GE Genesis series is unique among recently manufactured North American passenger locomotives in that it uses a single, monocoque carbody design styled by industrial designer Cesar Vergara, thus making it lighter, more aerodynamic, and more fuel efficient than its predecessors (F40PH, F59PH, P30CH, P32-BWH). However, this makes it more costly and time-consuming to maintain and repair.
"Amtrak 372 (F40PH)" by Gary Lee Todd, Ph.D. is marked with CC0 1.0. To view the terms, visit https://creativecommons.org/publicdomain/zero/1.0/?ref=openverse.
All Genesis engines can provide head-end power (HEP) to the train drawn from an alternator or inverter powered by the main engine at a maximum rating of 800 kilowatts (1,100 hp), making each unit capable of providing HEP for up to 16 Superliner railcars.
P40DC
The P40DC (GENESIS Series I)[9] or Dash 8-40BP (originally known as the AMD-103 or Amtrak Monocoque Diesel - 103MPH) is the first model in the Genesis series, built in 1993. The locomotive operates in a diesel-electric configuration that uses DC to power the traction motors, producing 4,000 horsepower (2,980 kW) at 1047 rpm. Power output to the traction motors is 3,550 hp (2,650 kW) when running in HEP mode (900 rpm) with a 0 kW HEP load.
"Amtrak Vermonter, Waterbury" by RyanTaylor1986 is licensed under CC BY-NC-ND 2.0. To view a copy of this license, visit https://creativecommons.org/licenses/by-nc-nd/2.0/?ref=openverse
Traction power in HEP mode decreases to 2,525 horsepower (1,880 kW) when providing the maximum 800 kW (1,100 hp) HEP load to the train. The P40DC is geared for a maximum speed of 103 miles per hour (166 km/h).
"P40 Empire Builder" by railsr4me is licensed under CC BY-NC-ND 2.0. To view a copy of this license, visit https://creativecommons.org/licenses/by-nc-nd/2.0/?ref=openverse.
A feature unique to the P40DC and P32AC-DM is a hostler stand at the rear of the locomotive providing increased visibility and reversing capabilities to the engineer while conducting reverse operations. When a unit is in operation from this stand it is limited to 10 mph.
Both the P40DC and P42DC allowed Amtrak to operate heavy long-distance trains with fewer locomotives compared to the older EMD F40PH locomotives; two P40DCs could do the same work as three F40PHs. The P40DC was succeeded in 1996 by the P42DC. Additional deliveries of the P42DC ended up replacing the P40DCs.
P42DC
The P42DC (GENESIS Series I) is the successor model to the P40DC. It has an engine output of 4,250 horsepower (3,170 kW) at 1,047 rpm, or 3,550 horsepower (2,650 kW) when running in HEP mode (900 rpm) with a 0 kW HEP load. as with the P40DC, traction horsepower in HEP mode decreases to 2,525 horsepower (1,880 kW) when providing the full 800 kW HEP load to the train.
"Westbound Cardinal" by jpmueller99 is licensed under CC BY 2.0. To view a copy of this license, visit https://creativecommons.org/licenses/by/2.0/?ref=openverse.
The P42DC has a maximum speed of 110 mph (177 km/h) compared to the 103 mph (166 km/h) maximum speed of the P40DC. P42DCs are used primarily on most of Amtrak's long-haul and higher-speed rail service outside the Northeast and lower Empire Corridors. They will be replaced on long-distance service by 125 Siemens ALC-42 Charger locomotives between 2021 and 2024, but will remain in service on shorter corridor trains.
Via Rail Canada has utilized P42DC locomotives since 2001, when they replaced the LRC locomotives that year. They are currently on services with speeds up to 100 mph (161 km/h), mainly on the Quebec City-Windsor rail corridor
"Immaculate VIA P42 meets Dented Amtrak P42" by JohnGreyTurner is licensed under CC BY-NC-ND 2.0. To view a copy of this license, visit https://creativecommons.org/licenses/by-nd-nc/2.0/jp/?ref=openverse.
P32AC-DM
The P32AC-DM (GENESIS Series II, short for "Passenger, 3,200 hp (2,400 kW), Alternating Current, Dual Mode")[20] was developed for both Amtrak and Metro-North. They can operate on power generated either by the on-board diesel prime mover or power collected from a third rail electrification system at 750 volts direct current; the third-rail shoes are used on the over-running third-rail into Penn Station for Amtrak units and the under-running third-rail into Grand Central Terminal for Metro-North. The P32AC-DM is rated at 3,200 horsepower (2,390 kW), 2,900 horsepower (2,160 kW) when supplying HEP, and is geared for a maximum speed of 110 mph (177 km/h).
"Amtrak P32 704 pulls Train 235 into Poughkeepsie" by Adam E. Moreira is licensed under CC BY-SA 3.0. To view a copy of this license, visit https://creativecommons.org/licenses/by-sa/3.0/?ref=openverse.
The P32AC-DM is unique as it is equipped with GE's GEB15 AC (alternating current) traction motors, rather than DC (direct current) motors as used in the other subtypes.[21] It is also only one of two modern American electro-diesel locomotives with third-rail capability, along with the EMD DM30AC operated by the Long Island Rail Road
"RiverDale Rail shots" by Sandman Design is licensed under CC BY-NC-ND 2.0. To view a copy of this license, visit https://creativecommons.org/licenses/by-nd-nc/2.0/jp/?ref=openverse.
The P32AC-DM is only used on services operating north from New York City, where diesel emissions through its two fully enclosed main terminal stations are prohibited. Amtrak rosters 18 P32AC-DM locomotives and uses them for its Empire Service, Ethan Allen Express, Lake Shore Limited (New York section), Adirondack, and Maple Leaf services, all of which travel to New York Penn Station. Metro-North rosters 31 P32AC-DM locomotives on push-pull trains to Grand Central Terminal; four are owned by the Connecticut Department of Transportation.
Four rebuilt P40s were sold to NJ Transit in 2007.
"File:Atlantic City Express Service (ACES) train 7163.jpg" by AEMoreira042281 is licensed under CC BY-SA 3.0. To view a copy of this license, visit https://creativecommons.org/licenses/by-sa/3.0/?ref=openverse.
In 2015 NJT sold these units to Connecticut DOT joining the eight previously leased and purchased for Shore Line Service.
"Southbound Metro-North Hudson Line" by joseph a is licensed under CC BY-NC-SA 2.0. To view a copy of this license, visit https://creativecommons.org/licenses/by-nc-sa/2.0/?ref=openverse.
In August 2023 Metro North released this P32AC-DM Conrail Heritage Unit to commemorate Conrail operating the commuter trains from 1976 to1983 when Metro North was formed and took over.
"Metro-North Conrail Heritage Unit" by MTAPhotos is licensed under CC BY 2.0. To view a copy of this license, visit https://creativecommons.org/licenses/by/2.0/?ref=openverse.
Back to the Model!!!
The still new in the box P42 used locomotive was purchased in May 2023 and is ready for building.
The Athearn BB model comes with the standard Athearn power train and some additional detail parts.
For simple and reliable power remove the power strap and hard wire the power trucks to the motor by soldering the connections. Add weight each end to increase pulling capacity.
The 832 is ready for service and will lead a three unit consist.
Non powered P40DC 803 will be the middle unit.
Powered P40DC 824 brings up the rear facing backwards.
The three unit lash up is ready to go.
After testing I broke out some other Amtrak equipment.
I was definitely in an Amtrak state of mind.
Amtrak action in and around Empire City Station!
Final Thoughts and Comments
The Amtrak, Metro North and Connecticut DOT Genesis locomotives continue working the nations passenger trains and New York City commuter trains. Over the years many have been "wrapped" in commemorative or special liveries.
From what I've read in Railpace magazine this year the Amtrak Genesis fleet appears to be getting long in the tooth with numerous breakdowns causing long delays.
The MNCR Conrail P32AC-DM is a nice tribute and I'm hoping the MNCR will honor both the PC who handled these trains from 1968 thru March 1976 before being relieved of operations by Conrail and the New York Central who founded the operations.
Each model come with a zip lock bag that contains two sets of container pedestals. One in the down position to allow a 40' container to ride on the car and one in the up position to allow two or three containers to ride on the car. The below car is set up for a 40' and 20'container.
This car is set up for two or more 20' containers.
A Walthers 20' and Athearn BB 40' container fit the car nicely.
Two Walthers containers make up this 20' and 40' container load.
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