GE Genesis
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 Amtrak GE Genesis P42DC #78 in the Phase III scheme |
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| Power type | Diesel-electric |
|---|---|
| Builder | GE Transportation Systems |
| Model | P40DC, P32AC-DM, P42DC |
| Build date | 1992-2001 |
| AAR wheel arr. | B-B |
| UIC classification | B'B' |
| Gauge | 4 ft 8½ in (1,435 mm) |
| Trucks | Krupp-MaK high-speed bolsterless |
| Wheel diameter | 40 in (1.0 m) |
| Wheelbase | 43 ft 8 in (13.3 m) (between truck centers) |
| Length | 70 ft 0 in (21.3 m) |
| Height | 14 ft 8 in (4.5 m) |
| Locomotive weight | Max 268,240 pounds (Template:Convert/134 tons) |
| Fuel capacity | 2,200 US gal (8,300 l) |
| Prime mover | GE 7FDL16 (P40DC, P42DC), GE 7FDL12 (P32AC-DM) |
| Engine type | 45° V16, four stroke cycle (P40DC, P42DC), 45° V12, four stroke cycle (P32AC-DM) |
| Aspiration | turbocharged |
| Top speed | 103 mph (166 km/h) (P40DC), 110 mph (177 km/h) (P42DC, P32AC-DM) |
GE Genesis (officially trademarked GENESIS[1] ) is a series of passenger locomotives produced by GE Transportation Systems, a subsidiary of General Electric in Erie, Pennsylvania. 322 GE Genesis locomotives were built for three operators, Amtrak (269), VIA Rail (21), and Metro-North Railroad (32).
The Genesis series of locomotives was designed in response to a specification published by Amtrak and was ultimately selected over a competing design presented by GM EMD. The Genesis series are unique among diesel-electric locomotives because their height is less than almost all other locomotives that Amtrak used. This height restriction (as specified in clearance diagram D-05-1355) was established to allow the locomotive to travel easily through low-profile tunnels in the Northeast Corridor. In fact, the Genesis series is lower than even the previous-generation F40PH by 14 inches (36 cm), and is the only Amtrak locomotive that can meet clearance requirements on every route that Amtrak serves.
The Genesis series is unique among recent-model locomotives in that its body construction has more in common with carbody locomotives than cowl unit locomotives such as the F40PH and the F59PHI. The Genesis' body, which was designed by a partnership between GE and Krupp Verkehrstechnik (now Vossloh), is a brand-new, patented,[2] monocoque design which sports an integrated fuel tank divided into four sections. The sections limit the amount of fuel that might spill in the event the tank is punctured. This monocoque design allowed GE to deliver a locomotive that could carry 22% more fuel than the F40PH and produce 25% more power.[3]
Computers are used to keep reliability high and maintenance requirements low. Genesis' computers will automatically derate the power plant in the event of high ambient temperatures, low oil pressure, low water pressure, reduced airflow into the intakes, and other adverse conditions. The systems onboard these locomotives are designed to permit operation of the locomotive in reduced-power mode to provide "limp-home" capability, versus shutting the power plant down in response to an out-of-specification condition.[4]
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[edit] Models
Three major models of the Genesis series were produced, starting in 1992 with the P40DC and ending in 2005 with the P42DC.
The P32AC-DM, P40DC, and P42DC have an installed HEP (head-end power) capacity of 800 kilowatts, drawn from an HEP alternator mounted on the prime mover (main engine). The P40DC and P42DC power plants are speed locked to 900 rpm when operating in HEP mode.
[edit] P40DC and P42DC
The P40DC (first known as the AMD-103 for AMtrak Diesel - 103MPH, and officially designated by GE as the Dash 8-40BP) was the first model built. The locomotive operates in a diesel-electric configuration and uses direct current to power the traction motors, developing 4,000 horsepower (2,980 kW)). The P40DC is geared for a top speed of 103 miles per hour (166 km/h). The P40DC was later succeeded in 1997 by the P42DC, which produces 4,250 horsepower (3,170 kW) and has a higher top speed of 110 mph (177 km/h).
A feature unique to the P40DC Genesis locomotive, and not found on the P42DC or P32AC-DM, is a hostler stand at the rear of the locomotive. A small window permits visibility while conducting reverse operations. The speed from this stand is limited to 10 mph (16 km/h) and a dead man's switch protects against movement without an operator being present.[5]
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.
Additional deliveries of the P42DC allowed Amtrak to first store, then offer for sale, the majority of the P40DC fleet.
The GE P42DC locomotive displaced VIA Rail's Bombardier LRC locomotives from service in 2000. VIA Rail's P42DC fleet is primarily used on the Quebec-Windsor rail corridor. Corridor train consists are typically short and light (3 to 6 cars), which allows these powerful locomotives to quickly bring the train to full speed. The Montreal-Toronto runs are notable for some track sections that allow the P42 to quickly bring the train to sustained speeds up to 110 mph (177 km/h). Longer corridor trains (8 to 10 cars) may have a second P42 at the trailing end to maintain train performance. The 110-mile-per-hour (177 km/h) trains operating on the Quebec-Windsor corridor feature LRC aluminum tilting cars, the predecessor to the tilting stainless-steel Amtrak Acela Express.[1][2]
New Jersey Transit acquired 5 P40DCs from Amtrak for the Casino Express service between New York Penn Station and Atlantic City, New Jersey.
[edit] P32AC-DM
A "dual-mode" P32AC-DM locomotive was developed that could either run its electric motors on power from the onboard diesel engine or from a third rail carrying 750 volts of direct current and seamlessly transition between the two modes while underway. The P32AC-DM is unique not only because of third-rail capability, but also because it is equipped with AC (alternating current) traction motors. The P32AC-DM (rated at 3,200 horsepower (2,390 kW)) is confined to hauling trains entering New York City, where diesel emissions in tunnels approaching Penn Station and Grand Central Terminal (and at the platforms of both stations) are not permitted. Hence it is used on Amtrak's Empire Service, running in electric mode when necessary. The P32AC-DM is mainly used by Metro-North Railroad and the Connecticut Department of Transportation (Metro North Equipment Pool) where they make use of their electric mode in the Park Avenue Tunnel.
Head-End Power (HEP) reduces the overall tractive power by up to 1,072 hp (800 kW) (leaving no less than 2,128 hp (1,590 kW) for traction) to supply up to 800 kW of electrical power to the cars. The traction equipment can allow variable engine speed while Head-End Power is operational and can use dynamic braking for Head-End Power, features not available on the P40 and P42DC.
All P32AC-DM locomotives are geared for 110 mph (177 km/h). These speeds are typically attained with shorter Amtrak trains (5 to 7 cars) on track sections between Albany and Rhinecliff-Kingston.
Genesis locomotives built for Metro-North Railroad have an escape hatch in the nose.
[edit] Genesis roster
[edit] Amtrak
- P42DC 1-207 (1996-2001)
- P40DC 800-843 (some stored, leased, and/or sold) 1992-1993)
- P32AC-DM (dual-mode) 700-717 (1995/1998)
[edit] VIA Rail
- P42DC 900-920 (2001-2002)
[edit] Metro-North Railroad/Connecticut DOT
- P32AC-DM 200-231 (1995/1998)
- 200-227 are being rebuilt and are being repainted into a new paint scheme.
- 228-231, owned by the Connecticut DOT, are painted in New Haven Railroad livery.
[edit] New Jersey Transit
- P40DC 4800-4804 (acquired 2007 from the Amtrak 8xx P40DC batch)
- These engines will be used on the casino Express service starting fall 2008.
[edit] References
- ^ Early Locomodels (html). GE Transportation. Retrieved on 2008-05-05.
- ^ US patent 5535680
- ^ Warner, David C (June 1993). "AMD103: Powering Amtrak Into the 21st Century". Passenger Train Journal 24, No. 6 (186): 23. ISSN 0160-6913.
- ^ Warner, David C (June 1993). "AMD103: Powering Amtrak Into the 21st Century". Passenger Train Journal 24, No. 6 (186): 25. ISSN 0160-6913.
- ^ Warner, David C (June 1993). "AMD103: Powering Amtrak Into the 21st Century". Passenger Train Journal 24, No. 6 (186): 21. ISSN 0160-6913.
- Solomon, Brian (2004). Amtrak. St. Paul, MN: MBI Publishing, 109-114. ISBN 0-7603-1765-8.
- Warner, David C (June 1993). "AMD103: Powering Amtrak Into the 21st Century". Passenger Train Journal 24, No. 6 (186): 16-25. ISSN 0160-6913.
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