• Genesis P40dc Phase Versus
• Genesis P40dc Phase Vs

General Electric built these 4000hp locomotives to start replacing the EMD F40s. Designated by GE as model AMD-103 ( AMtrak Diesel - 103mph ) they
were called the Genesis series since they featured many improvements and according to the the builder plate they are designated Dash 8-40BP. They
are commonly referred to as P40. Based (mechanically at least) on the popular Dash 8-40B and Dash 8-40BW freight locomotives, these units brought a
new face to the Amtrak roster. Numbered 800-843, were built and delivered from April-December 1993.

Four were sold to New Jersey Transit in 2007 (808, 810, 812, 820), and eight to the Connecticut DOT for Shore Line
East (833, 834, 836, 838, 840, 841, 842, 843).

Three of the locomotives (807 and 829 in the Bourbonnais train wreck and 819 in the Big Bayou Canot wreck) were wrecked and have
been partially broken up, and the other 30 remained
out of service in dead storage for many years. With the stimulus plan of 2009, some P40s have been returned to service, now in the Phase V scheme.

The P40DC (GENESIS Series I) 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) output at 1047 rpm. NOTES: Amtrak received 1 order of these units #800-843. They were originally delivered in the Phase III Paint Scheme that fades to gray as the stripes go to the back of the unit. They have been given several names in the railroad community including 'AMD-103' meaing Amtrak Locomotive capable of 103mph, as well as being known as a Genesis Unit which is GE's designation for these units. Built by General Electric Transportation Systems in July 1993 and numbered 818. This series of locomotives were also known as the Genesis Series I locomotives. This particular unit was eventually stored when Amtrak ended its Mail & Express business and in 2010 was rebuilt using American Recovery & Reinvestment Act (Economic Stimulus) funds. Amtrak digitalart genesis railroad sprites transporation usa p42dc passengertrains vehicledesign p40dc drawingsandpaintings other generalelectrictransporation classonerailroad dash832bwh phasev dieselelectriclocomotives commutercorridortrains temeculavalleyaviationandrailroadhistoricalsocieties longdistancetrains commuter.

By 2007, NJT had upgraded their P40DC locomotives with updated prime movers to match the 4,250 horsepower (3,170 kW) of the successor P42DC.
This was done by readjusting the position of the lay shafts within the prime mover. It was reported in 2012 that the NJT units are out of service and for sale.

Amtrak returned fifteen units (809, 814-818, 821-824, 830-832, 835, 837) to service as part of a project funded through the American Recovery and Reinvestment Act of 2009. The first of the units
were returned to service in March 2010 after being overhauled at the company's shops in Beech Grove, Indiana.
The locomotives were upgraded like NJT's units had been a few years before to have 4,250 hp (3,170 kW) and match the P42DC's maximum speed
of 110 mph (177 km/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.

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

1. ↑ 7FDL Specifications and Emissions Description
2. P32AC-DM spec sheet via the Web Archive
3. Page 14
4. Page 29
5. ↑ 'Earlier Locomotive Models'. GE Transportation. Retrieved September 27, 2010.
6. ↑ US 5535680
7. Warner, David C (June 1993). 'AMD103: Powering Amtrak Into the 21st Century'. Passenger Train Journal. Interurban Press. 24, No. 6 (186): 23. ISSN0160-6913.
8. ↑ P40DC Builders Plate http://www.flickr.com/photos/davidfullarton/4412331923/
9. ↑ Amtrak P40DC roster
10. ↑ Donald Albertson (September 13, 2007). 'NJT 808'. rrpicturearchives.net. Retrieved September 27, 2010.
11. ↑ http://www.amtrak.com/pdf/ARRA/Amtrak-ARRA_Project-Summary-FY-09.pdf Amtrak ARRAProject List
12. ↑ Bob Johnston (October 2010). 'Beech Grove to the Rescue'. Trains. Vol.70 no.10. pp.48–53.
13. ↑ P42 Builders Plate http://www.flickr.com/photos/76498245@N05/6871547365/in/photostream
14. ↑ P42 - Via Rail
15. ↑ P42DC spec sheet via the Web Archive
16. ↑ P32 Builders Plate http://www.flickr.com/photos/blazer8696/4984725506/
17. ↑ Brian Solomon (2000). American Diesel Locomotives. MBI Publishing Company. p.Page 160. ISBN0-7603-0666-4. Retrieved 2008-09-25.

Genesis P40dc Phase Versus

Genesis P40dc Phase Vs