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Downloading A Phase Ve P42 On MSTS I've downloaded the P42 from Railserve, transferred it to a flash drive, and then transferred it to the PC I use for MSTS. I read all the Readmes and did exactly what they told me to do. General Electric Genesis P40/P42DC; Amtrak 156 (Heritage - Phase 1) at Rock Island, Illinois in July 2011 (R. Craig photo) New: 28 August 2019: Data Sheet Formatted by: R. Craig-Engine Builder: General Electric: Engine: 4-cycle Model 7FDL16: Engine Displacement: 10,690 cubic inches: Cylinder size: 668 cubic inches: RPM (Maximum / Minimum) 1050. GE P42DC Genesis locomotive in Amtrak Phase V and Amtrak 40th Anniversary liveries. The locomotive features fully operational control and information displays, and a functioning Aspect Display Unit to work with in-cab signalling systems as found in the Northeast Corridor Expansion Pack (available separately).
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The P42DC is the most ubiquitous of Amtrak's passenger locomotives. A total of 2007 were delivered between 1992 and 2001. The P42DC s part of GE's Genesis series, which also includes the P40DC and the P32AC-DM. The P42DC is notable for its streamlined, low-profile design, making it more fuel efficient than its.
AMD-103 Genesis
Beginning in 1993, Amtrak took delivery of a new type of diesel locomotive dubbed the Genesis series and designated AMD-103 (Amtrak Diesel, geared for 103 mph). Three models are contained in this series: the P40BH, P32AC-DM, and P42DC.
The P40BH, the first locomotive in the series, develops 4000 horsepower. Its distinctive features originally included a fade-out stripe in the Phase III scheme, an extra rear hostler window to help with switching, a black post between the windshield panes, and strobe lights above the windows. However, many of the P40s are now in Phase IV paint with a silver windshield post, while the rear window and strobe lights have been removed, making them appear identical to the P42s. Like those newer units, some of them have been repainted into Amtrak's Phase V 'wave' livery. The P40s are numbered in the 800 series.
The P32AC-DM was the second type of locomotive to be delivered. These Dual-Mode engines can operate using their diesel power plant or third rail electrical pickup, which is required in the tunnels under New York City. The as-built features, like those of the P40s, included a fade-out stripe, black windshield post, and the rear hostler window. A second order of P32s was received a couple of years later with the current features of Phase IV paint and a silver windshield post, though a hostler window was still present. Recently, some have been repainted into the Phase V paint scheme. The P32s are numbered in the 700-719 series.
The P42DC is the third and most recent type of AMD-103. Basically, this model is an upgrade from the P40BH, developing 4250 horsepower. The P42s came with solid Phase III stripes, a silver window post, and no rear hostler window. They have appeared in two versions of the Phase IV paint: the Northeast Direct type with a gray roof, and the Intercity type with a silver roof. Also, many additional P42s have been delivered in the Phase V paint scheme, distinguished by its wavy separation lines and large numerals. The P42 numbering series starts at 1 and continues up to 207, which forced the renumbering of the 190-series GP40TCs.
Description | Location | |
| P32AC-DM no. 701 approaches the station at Saratoga Springs with a northbound Adirondack. | 7/96 | Saratoga Springs, NY |
| At first glance, the P32s appear to be identical to the P40s and P42s. However, there are a number of key differences, including third-rail pickup shoes on the trucks. | 7/96 | Saratoga Springs, NY |
| The stripes on Phase III Genesis units are at an odd height that does not match that of any of the passenger cars. | 7/96 | Saratoga Springs, NY |
| P32 no. 701 presents its broad-side view, showing just how long these diesels are compared to the F40PHs. | 7/96 | Saratoga Springs, NY |
| The rear radiator grilles are taller and in a slightly different location from the P40 and P42. Also, there are some extra underbody boxes that necessitated shortening of the fuel tank and side skirt. | 7/96 | Saratoga Springs, NY |
| The 701 pulls away with its Montréal-bound train. | 7/96 | Saratoga Springs, NY |
| Amtrak P32AC-DM no. 704 arrives at the Albany-Rensselaer station with the westbound Maple Leaf. | 4/16/02 | Rensselaer, NY |
| No, this isn't about to be a standoff between the 704 and 711! Note the position of the switch in front of 704. | 4/16/02 | Rensselaer, NY |
| The 704 departs with its train, passing under a long road bridge that spans several yard tracks. | 4/16/02 | Rensselaer, NY |
| Just in from Albany with a southbound Empire Service train is #705. | 8/9/04 | Hudson, NY |
| Along with many of the other Genesis diesels, 705 now sports Amtrak's latest Phase V livery. | 8/9/04 | Hudson, NY |
| After releasing the brakes, the 705 is now on its way to New York City. | 8/9/04 | Hudson, NY |
| P32AC-DM #709 swings around the curve as it approaches the station at Hudson. This Empire Service train is bound for Albany. | 8/9/04 | Hudson, NY |
| The 710 and its train sit inside the shop being serviced on a cold winter day. | 12/21/04 | Rensselaer, NY |
| P32 no. 711 sits silently under the bridge at the near end of Amtrak's Albany-Rensselaer yard. | 4/16/02 | Rensselaer, NY |
| A close-up of the forward roof details on the 711. Also visible are a passing CSX train and the Boston-bound Lake Shore Limited as it prepares to board passengers. | 4/16/02 | Rensselaer, NY |
| Arriving at the Amtrak station in Rome is no. 712 with its westbound Empire Service train in tow. | 7/98 | Rome, NY |
| P32AC-DM no. 712, in the Northeast Direct paint scheme, sits near the service facility at Albany-Rensselaer. | 4/16/02 | Rensselaer, NY |
| The 715 glides to a stop in Hudson with a Niagara Falls-bound Empire Service train. | 8/9/04 | Hudson, NY |
| Amtrak #715 is one of the second order of P32s, now displaying the latest paint scheme. | 8/9/04 | Hudson, NY |
| The dual-mode P32AC-DMs have much more underbody equipment than their straight-diesel cousins. | 8/9/04 | Hudson, NY |
| Seen from a wooden road bridge above the tracks, 715 prepares to depart for points west. | 8/9/04 | Hudson, NY |
| The roofline of a P32 is slightly different than that of a P40 or P42. | 8/9/04 | Hudson, NY |
| No. 810 is on the north end of the new Downeaster train, having just arrived from Portland in Boston's North Station. This is the first Amtrak service to use this station. | 1/17/02 | Boston, MA |
| A closeup of the front pilot on 810, showing the many hoses and connections. | 1/17/02 | Boston, MA |
| A view into the rear side window of the 810. This appears to be the HEP generator. | 1/17/02 | Boston, MA |
| The inside of the rear end. There was formerly a hostler window next to the center one. | 1/17/02 | Boston, MA |
| The 812 arrives in Rochester with a westbound Maple Leaf as a CSX intermodal train pulls through. | 6/25/02 | Rochester, NY |
| P40BH no. 812 is currently painted in the Intercity version of Phase IV, which is all silver with a dark gray roof. The stripes now match the Amfleet cars nicely. | 6/25/02 | Rochester, NY |
| Since the rear hostler windows on Phase IV P40s have been removed, there are no visual distinctions between them and the Intercity P42s. | 6/25/02 | Rochester, NY |
| P40BH no. 837, looking sharp in its Phase IV paint, sits alone in Boston's South Station. This spot is usually ocupied by a GP40H. | 1/3/02 | Boston, MA |
| The rear hostler window was formerly located to the left of the door window. Amtrak engines have many air and electrical hoses for multiple-unit operation, push-pull control, and to supply electricity to the passenger cars. | 1/3/02 | Boston, MA |
| P42DC no. 12, repainted into the Phase IV paint scheme, brings the eastbound Lake Shore Limited into the Albany-Rensselaer station for boarding. | 4/16/02 | Rensselaer, NY |
| P42 #64, trailing no. 15, waits in Boston with the westbound Lake Shore Limited. | 1999 | Boston, MA |
| No. 76 helps bring the westbound Pennsylvanian around Horseshoe Curve as a crowd of tourists and railfans look on. | 6/30/02 | Horseshoe Curve, PA |
| The 145, delivered in the early version of the Phase V scheme, rounds Horseshoe Curve with the Pennsylvanian. Note that no. 76 behind it wears the modified paint scheme. | 6/30/02 | Horseshoe Curve, PA |
| Having arrived nearly 10 hours late with train 48, the eastbound Lake Shore Limited, #166 has just parked in the yard for the night. | 12/21/04 | Rensselaer, NY |
| P42DC no. 180 departs from Boston's South Station with the westbound Lake Shore Limited. | 6/20/02 | Boston, MA |
| The 180 awaits service inside the warm shop on this cold day. | 12/21/04 | Rensselaer, NY |
| Proudly displaying Amtrak's Phase V 'wave' paint scheme - the revised version - is P42DC no. 181. | 4/16/02 | Rensselaer, NY |
| Now covered by a large bus station, the platforms at South Station were once open-air. P42 no. 204 waits to depart with the westbound Lake Shore Limited. | 6/20/02 | Boston, MA |
| After being given the go-ahead, 204 slowly begins to pull away with its train. | 6/20/02 | Boston, MA |
| The 204 is one of the most recently delivered P42DCs. Having started at 1, numbering currently stops at 207. | 6/20/02 | Boston, MA |
| With over 100 Phase V P42s on Amtrak's roster, they are a common sight on longer trains, especially doubleheading elephant-style as seen here. | 6/20/02 | Boston, MA |
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View TrainWeb.US Stats | Page updated: 01/21/2019 | Version 2021a10a | Links | ©2015-2021 NordiLusta, LLCGenesis P42dc Phase Versus
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General Electric Genesis (officially trademarkedGENESIS[5]) is a series of passenger locomotives produced by GE Transportation Systems, a subsidiary of General Electric. Between 1992 and 2001, 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 GM EMD. The Genesis series are unique among current North American diesel-electric locomotives because of their low height. This height restriction allowed 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 (356mm), and is the only Amtrak diesel locomotive that meets the clearance or loading gauge requirements on every Amtrak route.
Technical design
The GE Genesis series is unique among recently manufactured North American passenger locomotives in that it uses a single, monocoquecarbody design, thus making it lighter, more aerodynamic,[6] 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 is installing bolt-on nose cones on its units for easy replacement in the event of a grade crossing collision with a vehicle. As an example of the improvements over the predecessor locomotives, the Genesis is 22% more fuel-efficient than the F40PH while producing 25% more horsepower.[7] In addition, all Genesis locomotives have four-stroke engines instead of the two-stroke engines previously used in EMD counterparts.
The Genesis unit is a fully computerized locomotive which automatically controls all on-board functions, thus producing high reliability while keeping the maintenance requirements low. For example, its computers can automatically reduce the power plant's output in the event that the locomotive is overheating, or suffering from low oil pressure, low water pressure, or reduced airflow into the intakes, thus making it still operable.[7]
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 (1,100hp), making each unit capable of providing HEP for up to 16 Superliner railcars. The P40DC and P42DC power plants can supply 60-hertz head-end power either from the HEP alternator with the engine speed-locked to 900 rpm (normal mode) or from the traction alternator with the engine speed-locked to 720 rpm (standby mode). In the latter case, traction power is unavailable. The P32AC-DM powerplant does not have to be locked at a certain rpm because it utilizes an HEP inverter, which allows the prime mover to run at 1047 rpm when providing both traction power and HEP, and to idle at 620 rpm (or notch three) while still providing HEP for lighting and air-conditioning when not providing traction power.
The trucks of Genesis locomotives were made by Krupp Verkehrstechnik, which has since been absorbed by Siemens Mobility; the trucks on the newest Genesis locomotives carry the Siemens name.
Models
There are three models of Genesis units in operation today: P40DC, P42DC, and P32AC-DM.
P40DC
The P40DC (GENESIS Series I)[8] 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 (2,980kW) output at 1047 rpm. Power output to the traction motors is 3,550hp (2,650kW) when running in HEP mode (900 rpm) with a 0kW HEP load. Traction horsepower in HEP mode decreases to a bare minimum of 2,525 horsepower (1,880kW) when providing the maximum 800kW (1,100hp) HEP load to the train. The P40DC is geared for a maximum speed of 103 miles per hour (166km/h). The P40DC was succeeded in 1996 by the P42DC.
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 10mph (16km/h) and a dead man's switch protects against movement without an operator being present. Two unique features to the original P40DC are the two strobes above the cab and an emergency flasher between the strobes. When they were overhauled, those features were removed, likely due to complaints from engine crews.[7]
Both the P40DC and P42DC allowed Amtrak to operate heavy long-distance trains with fewer locomotives compared to the older EMDF40PH locomotives. Two P40DCs could do the same work as three F40PHs. Additional deliveries of the P42DC ended up replacing the P40DCs. Three units had been wrecked (819 in the 1993 Big Bayou Canot train wreck and 807 and 829 in the 1999 Bourbonnais, Illinois, train accident) and scrapped. Eight were leased and later sold to the Connecticut DOT for Shore Line East in 2005, and four were rebuilt and sold to New Jersey Transit in 2007. The remaining 29 units were placed out-of-service for many years. 15 of these units have been rebuilt using 2009 ARRA stimulus funds and returned to service, now in the Phase V livery, except for 822, which is painted in Phase III Heritage livery for Amtrak's 40th Anniversary.[9]
P40DC special liveries
- Amtrak 822: Amtrak 40th Anniversary Phase III livery
Upgraded and 'Stimulus' P40DCs
By 2007, New Jersey Transit had upgraded their P40DC units with updated prime movers to match the 4,250 horsepower (3,170kW) of the successor P42DC.[10] This was done by readjusting the position of the lay shafts within the prime mover.
Amtrak has returned 15 of their P40DC units to service as part of a project funded through the American Recovery and Reinvestment Act of 2009.[11] The first of the units were returned to service in March 2010 after being overhauled at the Beech Grove Shops. They were upgraded like NJT's units had been a few years before to have 4,250hp (3,170kW) and match the P42DC's maximum speed of 110mph (177km/h). They also received updated cab signaling systems. The upgraded locomotives still have mechanical air brakes, which makes them most suitable for trains that only require a single locomotive. This differs from the electronic air brakes on the P42DC and P32AC-DM.[12] They also feature a builder's plate indicating that they were rebuilt under the auspices of the TIGER stimulus program.
P42DC
The P42DC (GENESIS Series I)[13] is the successor model to the P40DC. It has an engine output of 4,250 horsepower (3,170kW) at 1047 rpm, or 3,550 horsepower (2,650kW) when running in HEP mode (900 rpm) with a 0kW HEP load. Traction horsepower in HEP mode decreases to a bare minimum of 2,525 horsepower (1,880kW) when providing the full 800kW HEP load to the train.
The P42DC has a maximum speed of 110mph (177km/h), though Via Rail Canada only permits its engines to travel at a maximum speed of 100mph (161km/h).[14] Tractive effort is rated at 280.25kN (63,000lbf) of starting effort and 169kN (38,000lbf) of continuous effort at 38mph (61.2km/h) given wheel horsepower of 3,850 horsepower (2,870kW).[3]
P42DCs are used primarily on most of Amtrak's long-haul and higher-speed rail service outside the Northeast Corridor, as well as a service with speeds up to 160km/h (99mph) on Via Rail's Quebec City-Windsor rail corridor when it replaced the LRC locomotives in 2001. VIA's P42DCs are known as EPA-42a and also have a third headlight above the original cluster.
P42DC special liveries
- Amtrak 156: Amtrak 40th Anniversary Phase I livery
- Amtrak 66: Amtrak 40th Anniversary Phase II livery
- Amtrak 145: Amtrak 40th Anniversary Phase III livery
- Amtrak 184: Amtrak 40th Anniversary Phase IV livery
- Amtrak 42: Special Veterans Appreciation Livery
General specifications
- Model: P42DC 110mph (177km/h), 4,250hp (3,169kW), 800kW (1,100hp)HEP
- Arrangement: B-B, high speed
- Weight:133.000 short tons (118.750 long tons; 120.656t)
- Engine Model: 7FDL16, 4 stroke cycle, with EFI
- Alternator: 1 - GMG195
- Motors: 4 - GE752AH DC motors, axle suspended
- Head-End Power: 1 - GTA33 alternator, 800kW, 480V, 3 phase, 60Hz, microcomputer control
- Air Brake Schedule: 30CDW Integrated Electronic Air Brake Control
- Auxiliary Equipment: Radiator Fan (AC): 1 GYA30
- Equipment Blowers (AC): 2 - GDY76
- Alternator Blower (AC): 1 GDY74
- Dynamic Brake Blowers (DC): 2 - GDY72
- Air Compressor: 1 - WABCO 3CDCLA Air Compressor
- Drive/Control: AC motor - microcomputer control
- Motor:40hp (30kW)
- Configuration & Features:
- Aerodynamic monocoque carbody
- Enhanced collision capability
- Cab signal equipped - Microcabmatic by GRS
- Microcomputer-based integrated control, full diagnostics
- Segmented, spill resistant fuel tank
- Automatic parking brake
- Remote engine starting [15]
P32AC-DM
The P32AC-DM (GENESIS Series II)[16] 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 railelectrification system at 750 volts direct current. The P32AC-DM is rated at 3,200 horsepower (2,390kW), 2,900 horsepower (2,160kW) when supplying HEP, and is geared for a maximum speed of 110mph (177km/h). Tractive effort is rated at 275.8kN (62,000lbf) of starting effort from 0mph (0.00km/h) to 14mph (22.5km/h) and 113.43kN (25,500lbf) of continuous effort at 40mph (64.4km/h) given wheel horsepower of 2,700 horsepower (2,010kW).[4]
The Dual Mode 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.[17] It is also only one of two modern American diesel-electric locomotives with third-rail capability, along with the EMD DM30AC operated by the Long Island Rail Road. The British RailClass 73 and Class 74 also have this capability. The model is confined to services operating from New York City, where diesel emissions through its two fully enclosed main terminal stations are prohibited. P32AC-DMs are seen only on Amtrak's Empire Corridor between Penn Station and Buffalo, the Ethan Allen Express, Lake Shore Limited (New York section), Adirondack, and Maple Leaf services. However, sometimes the P32AC's are traded out for a P42DC at Albany. This is due to the requirement for the P32AC-DM engines exclusively in this section of rail, and the higher horsepower rating of the P42DC. Metro-North's push-pull trains to and from Grand Central Terminal also utilize P32AC-DM units, and Metro-North's units have an escape hatch in the nose.
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 units.
All P32AC-DM models, unlike the P40DC and P42DC models, lack the door on the rear of the locomotive that would normally lead to the next car, making it impossible to access the locomotive from either a coach or a trailing engine. Another unique feature is that the two lower vents near the back of the locomotive are bigger than that of the P40s and P42s.
General specifications
- Model: P32AC-DM - 110mph (180km/h), 3,200hp (2,400kW), HEP, with Dual Power 650 VDC third rail capability
- Arrangement: B-B - Trucks fitted with 6 third rail power pick-up mechanisms
- Weight:274,400lb (124,500kg).
- Engine Model: 7FDL12, 3,200hp (2,400kW) with EFI
- Alternator: 1 - GMG195A1
- Motors: 4 - GEB15 AC, axle suspended
- Inverters: 4 - pulse width modulated, VVVF, one per traction motor for single axle control
- Head-End Power: Inverter rated 800kW (1,100hp), 480 V, 3 Phase, 60Hz
- Air Brake Schedule: 26L Integrated Electronic Air Brake Control by NYAB/Knorr
- Air Compressor: 1 - Sullair 8E Rotary
- Configuration and Features:
- Aerodynamic monocoque carbody
- Enhanced collision capability
- Cab signal equipped - Microcabmatic by GRS
- Microcomputer-based integrated control, full diagnostics
- Engine layover system by Kim Hot Start
- Segmented, spill-resistant fuel tank
- Automatic parking brake
- Remote engine starting
- Retractable third rail shoes
- Blended dynamic/air brake system
- Dual mode with seamless transition
- Hostler stand
- Battery jog capability [2]
See also
References
- ↑ 7FDL Specifications and Emissions Description
- P32AC-DM spec sheet via the Web Archive
- Page 14
- Page 29
- ↑ 'Earlier Locomotive Models'. GE Transportation. Retrieved September 27, 2010.
- ↑ US 5535680
- Warner, David C (June 1993). 'AMD103: Powering Amtrak Into the 21st Century'. Passenger Train Journal. Interurban Press. 24, No. 6 (186): 23. ISSN0160-6913.
- ↑ P40DC Builders Plate http://www.flickr.com/photos/davidfullarton/4412331923/
- ↑ Amtrak P40DC roster
- ↑ Donald Albertson (September 13, 2007). 'NJT 808'. rrpicturearchives.net. Retrieved September 27, 2010.
- ↑ http://www.amtrak.com/pdf/ARRA/Amtrak-ARRA_Project-Summary-FY-09.pdf Amtrak ARRAProject List
- ↑ Bob Johnston (October 2010). 'Beech Grove to the Rescue'. Trains. Vol.70 no.10. pp.48–53.
- ↑ P42 Builders Plate http://www.flickr.com/photos/76498245@N05/6871547365/in/photostream
- ↑ P42 - Via Rail
- ↑ P42DC spec sheet via the Web Archive
- ↑ P32 Builders Plate http://www.flickr.com/photos/blazer8696/4984725506/
- ↑ Brian Solomon (2000). American Diesel Locomotives. MBI Publishing Company. p.Page 160. ISBN0-7603-0666-4. Retrieved 2008-09-25.
Genesis P42dc Phase Vs
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