GE Genesis.html



GE Genesis

Metro-North GE Genesis P32AC-DM #203 in new paint scheme
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	268,240 pounds (121.67 t)
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)
Career	Amtrak, Metro-North Railroad, VIA Rail Canada, New Jersey Transit
Number	Amtrak: 1-207 (P42DC), 700-717 (P32AC-DM), 800-844 (P40DC) (most in storage) Metro-North: 201-231 (P32AC-DM only) VIA Rail Canada: 900-920 (P42DC only) New Jersey Transit: 4800-4803 (P40DC only) (acquired from Amtrak 8xx batch)

GE Genesis (officially trademarked GENESIS¹ ) is a series of passenger locomotives produced by GE Transportation Systems, a subsidiary of General Electric. 332 of these locomotives were built for Amtrak, VIA Rail, and Metro North between 1992 and 2001.

The Genesis series of locomotives 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 North American diesel-electric locomotives because of their height. It is less than almost all other locomotives that Amtrak used. This height restriction allowed 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 meets the clearance requirements on every Amtrak route.

Technical design

The Genesis series are unique among recently manufactured North American passenger locomotives in that they use single, monocoque, carbody design thus making the Genesis locomotive lighter weight, aerodynamic, and more fuel efficient than its predecessors (F40PH, F59PH). This, however makes it more costly and time consuming to maintain, causing Amtrak to install bolt-on nose cones. As an example of the improvements over the predecessor locomotives, the Genesis uses 22% less fuel than the F40PH while producing 25% more output.² This is due to a brand-new patented,³ integrated four sectioned fuel tank system which limits the amount of fuel consumed by the unit when operating as well as limiting the amount spilled in an accident where the tank is punctured. In addition, all Genesis locomotives are four-stroke engines instead of the two-stroke engines previously used in EMD counterparts.

AMTRAK P-42DC at Springfield, Massachusetts

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 the Genesis' computers will automatically reduce the power plant's output in the event that the locomotive is overheating, low oil pressure, low water pressure, reduced airflow into the intakes, thus making it still operable.⁴

All Genesis units can provide head-end power (HEP) to the train with capacity of 800 kilowatts output, drawn from an alternator mounted on the main engine. The P40DC and P42DC power plants are speed locked to 900 rpm when operating in HEP mode.

The Genesis' unit was designed through a partnership between GE and Krupp Verkehrstechnik of Germany.^{clarification needed}

Models

There are three major models of Genesis units in operation today: the P32AC-DM, P40DC, and P42DC. They were built anywhere between 1992 and 2005.

Problems

The Genesis series locomotives have been plagued with problems such as a high rate of traction motor failures.

P40DC

New Jersey Transit P40DC #4800 in Dunellen, NJ, pulling a Raritan Valley Line train, September 2008.

The P40DC (first known as the AMD-103 orAMtrak Diesel - 103MPH) was the first model built in the Genesis series. The locomotive operates in a diesel-electric configuration that uses DC to power the traction motors, producing 4,000 horsepower (2,980 kW)) output. When full HEP is taken off the prime mover, power output to the traction motors is 2928 hp. 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.

A feature unique to the P40DC Genesis locomotive, is a hostler stand at the rear of the locomotive thus providing increased visibility and reversing capabilities to the engineer while conducting reverse operations. When a unit is in operation 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 ended up replacing the P40DCs. Four were sold to New Jersey Transit which in 2007, and 8 others are on lease to the Connecticut DOT (under Metro-North). Three of the locomotives (807 and 829 in the Bourbonnais train wreck and 819 in the Big Bayou Canot wreck) were wrecked in two separate accidents and have been partially broken up, and the other 30 are currently out of service in dead storage.⁶

P42DC

VIA Rail P42DC #916 in Windsor, Ontario

The successor to the P40DC, this unit was first produced in 1997. It has an output of 4,250 horsepower (3,170 kW) (3178 hp when full HEP is taken off the prime mover) and a top speed of 110 mph (177 km/h) while VIA Rail Canada only permits these units to travel at a top speed of 100 mph (161 km/h)

Currently, this unit is used primarily on most of Amtrak's long haul and high speed service outside the Northeast Corridor as well as high speed service on VIA Rail's Quebec City-Windsor rail corridor when it replaced the LRC locomotives in 2001.

P32AC-DM

Amtrak P32AC-DM #716 departing Toronto Union Station

The P32AC-DM locomotive was developed for both Amtrak and Metro North so it can run either seamlessly off power either generated by the on-board diesel prime mover or collected from a third rail electrification system carrying 750 volts of direct current. The P32AC-DM is rated at 3,200 horsepower (2,390 kW) and can obtain a maximum speed of 110 mph (177 km/h)

The Dual Mode P32AC-DM is unique not only because of its third-rail capability, but also because it is equipped with AC (alternating current) traction motors, rather than DC (direct current) motors as used in the other subtypes.⁷ The type is confined to services operating from New York City, where diesel emissions around its two fully enclosed main terminals are prohibited. Thus the P32AC-DM are only seen on Amtrak's Empire Corridor services between New York's Penn Station and Albany, the Ethan Allen Express, Lake Shore Limited (New York section), Adirondack, or Maple Leaf as well as diesel hauled Metro-North Railroad commuter trains originating or arriving at New York's Grand Central Terminal. Genesis locomotives built for Metro-North Railroad have an escape hatch in the nose.

References

• Solomon, Brian (2004). Amtrak. St. Paul, MN: MBI Publishing. pp.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. 

External links

• 4RR.com Genesis photos, info
• Amtrak Photo Archives

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