Greetings All,
Welcome to Locomotive Spotlight #7-2023
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.
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.
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!
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.
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.
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).
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.
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).
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
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.
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In 2015 NJT sold these units to Connecticut DOT joining the eight previously leased and purchased for Shore Line Service.
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.
Back to the Model!!!
The still new in the box P42 used locomotive was purchased in May 2023 and is ready for building.
After testing I broke out some other Amtrak equipment.
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.
Additional reading
GE Genesis Wikipedia Page
Thanks for reading and watching!!!
See you soon!!!
Amtrak on Parade! I like it!
ReplyDeleteAnother great Locomotive Spotlight from the NYCTL. You've covered all the bases on these 'modern' engines for passenger service. I know that Amtrak has a 700 series engine based in NY Penn Station used as a 'protect' engine for trains coming down the Hudson Line to and from the station.
A little 'P' series engines and the 'Pepsi Can' engines make for a great show of your Amtrak equipment.
I did get some of the 50th Anniversary engines and some other ones are still on order from Athearn (better late than never!)...
Thank you very much Sir Neal!!! I've been a fan of the Genesis engines since they first arrived on the scene and actually had a car ride in one.
DeleteAmtrak looks mighty fine on the N.Y.C.T.L. as we go forward in time a couple of decades and more! Your new P42 fits in well with the rest of your Amtrak roster! That looks like a corporate publicity shot at Empire station! Your Superliner in the video is reminding me of trips I've taken!
ReplyDeleteThank you very much Ralph!!! Glad the train brought back pleasant memories of your trips on the Empire Builder.
DeleteHello John! A very interesting and informative Locomotive spotlight (#7-2023). It reminded me of the trip we took in 2016 to New Orleans. Our train was powered by a P40 or a P42. Most likely a P40. Back in 77 we made the same trip to N.O. and it was pulled by a GE P30CH (POOCH). Yes, it appears that the Siemens Charger has taken over now. All of your Amtrak units look great!
ReplyDeleteHi Robert!! Thanks for the compliments!!! I became a Genesis diesel fan when they were introduced and actually had a cab ride in one. When I worked in Queens, NY I had unlimited legitimate access to Sunnyside Yard when the Acela Trains were being tested. Plenty of Amtrak and NJ Transit equipment to checkout then.
DeleteThe P40s and P42s seem to be breaking down regularly and the Siemens Chargers are not doing much better.
Another great locomotive spotlight on what has been an Amtrak staple for decades now. I like your Amtrak themed running session 👍🚂 Reading some of the comments, I have a P40DC story as well. The wife and I were riding the California Zephyr in 1993 or 94 with one of the first all P40 lash ups for the train. We broke down on the “Big Ten” curves heading up into the mountains. It warmed my heart to see two Rio Grande GP40’s come rescue us for the trip over the hump. They cut off the GP40’s in Minturn and the P40’s carried us the rest of the way on a more gentle grade. I really enjoyed your post and I might have to keep my eyes open for a second hand P40 or P42 to add to the roster. 😊🚂
ReplyDeleteThanks for the compliments Brian and thank you for sharing the P40DC story. Having the Rio Grande GP40s ride to the rescue like the Calvary and tow you up the hill had to very cool and is something we can model. Me albeit with Conrail units.
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