Railworks America

Hi guys. I'm here and eager to learn more. I want to know about the GE P32AC-DM. What makes it different from the P42DC? Obviously it's AC vs the DC P42, but there is more I know. Why is it that I ONLY see them up here in and around Albany NY? It seems that they only run between NYC and Buffalo NY. Why is this? Why are they never in other areas of the country? (At least I have never seen them anywhere else) Who on here is an expert (or close enough to one) on this? This locomotive captivates me as it blows past at 100-110 mph.

Thanks!

NYC doesn't allow diesel emissions in their fully enclosed stations. The P32AC-DM has a 3rd rail shoe that is used when in those stations and thus are restricted to routes that serve those stations. When out in the open, they use their diesel prime mover.

The P32AC-DM is a very unique locomotive. P32AC-DM stand for Passenger, 3,200hp, Alternating-Current, Dual-mode. This locomotive is designed to have an HEP system that is isolated from the main engine. It's top design speed, like other Genesis models, is 110mph. It's only seen on the Albany-NYC corridor because it's a dual-mode locomotive. It's unique because it has third-rail pickup shoes, which can pick up electric current instead of having the onboard engines producing. This is only used for entry into NYC Penn Station. The engines are shut off and it uses solely third-rail power due to the emissions ban instituted back in the 1900's. The reason why you don't see it around outside of the ALB-NYC area is due to it being specifically designed for this route. These locomotives aren't needed anywhere else.

donjgatlin wrote:The P32AC-DM is a very unique locomotive. P32AC-DM stand for Passenger, 3,200hp, Alternating-Current, Dual-mode. This locomotive is designed to have an HEP system that is isolated from the main engine. It's top design speed, like other Genesis models, is 110mph. It's only seen on the Albany-NYC corridor because it's a dual-mode locomotive. It's unique because it has third-rail pickup shoes, which can pick up electric current instead of having the onboard engines producing. This is only used for entry into NYC Penn Station. The engines are shut off and it uses solely third-rail power due to the emissions ban instituted back in the 1900's. The reason why you don't see it around outside of the ALB-NYC area is due to it being specifically designed for this route. These locomotives aren't needed anywhere else.

Thanks for the explaination, Don! But one thing puzzles me. They continue west past Albany. Not sure how far west, but I think at least as far as Syracuse.

5292nate wrote:

donjgatlin wrote:The P32AC-DM is a very unique locomotive. P32AC-DM stand for Passenger, 3,200hp, Alternating-Current, Dual-mode. This locomotive is designed to have an HEP system that is isolated from the main engine. It's top design speed, like other Genesis models, is 110mph. It's only seen on the Albany-NYC corridor because it's a dual-mode locomotive. It's unique because it has third-rail pickup shoes, which can pick up electric current instead of having the onboard engines producing. This is only used for entry into NYC Penn Station. The engines are shut off and it uses solely third-rail power due to the emissions ban instituted back in the 1900's. The reason why you don't see it around outside of the ALB-NYC area is due to it being specifically designed for this route. These locomotives aren't needed anywhere else.

Thanks for the explaination, Don! But one thing puzzles me. They continue west past Albany. Not sure how far west, but I think at least as far as Syracuse.

That might be due to there being no P42DC's available at the time. I'm just assuming, but I think Amtrak is strapped for power right now. So many of their P42DC's have had to be loaned to CALTRANS and MDOT for their corridor trains that they have to use the older P32-8BWH loco's on the cross-country trains. Normally the power swap is at Rensselaer. The F59PHI's are starting to reach their age, so are the Genesis series. I do hope Amtrak can get some new diesel power soon, otherwise it won't be pretty.

Something I've also been curious about is why the Chicago facility allows the specially modified P42DC's (for GE ITCS and DPU technology) for the higher speed trains leave and go all the way out west. There is no point, they're useless there in that configuration. And instead the trains that need the DPU configurations have to put both loco's up front awkwardly. Perhaps they didn't recognize those locomotives were modified and did it by mistake. In that case Amtrak needs to do like CSX does and put a lightning strike symbol or something on them to prevent it from happening. I've also seen that #64 was out here (the East Coast, A-Line) a few days back. That locomotive shouldn't be out here, it should be in Michigan and Illinois.
This is what I'm talking about. You can tell the difference b/c they have a rectangular 'box' on the roof above the conductors side. The regular P42DC's don't.
http://www.flickr.com/photos/photo-engraver/8733907278/lightbox/

This may be. I seem only to see P42DC's on The Maple Leaf, The Adirondack, and The Lake Shore Limited.

I've done some research and found out about the P42DC's. It turns out that they do, or at least 66, has a special sticker on it that says "Illinois High Speed Rail". If you look to the left of the cow catcher/snow plow, you can see the blue sticker. I'm wondering if the others have this too. Will investigate.

Edit: Yep, they do, too... That solves that then.

Very cool stuff, Don! What again does the lightening symbol mean on CSX? At first, I thought is signified alternating current, but then I noticed that some CSX SD70MAC's and ES44AC's had no lightening symbol.

Those engines with the IHSR stickers were put on at Beech Grove, without that sticker, they cannot be placed on the Illinois 110mph corridor. That sticker shows that the engine has the required equipment inside the cab for the 110mph Illinois Corridor. Not all P42s have that sticker....yet. They may expand to the rest of the fleet, just depends on what BG wants. I first noticed this in La Plata, MO, then realized the meaning in Chicago, IL on NTD. This isn't required on the Michigan services 110mph corridor, because 1) they have a mostly dedicated fleet of P42s (#26-38) Keyword "Mostly". And 2) There is no cab modification required for the MI trains, all the modifications to allow 110mph were done in the signal and communications systems.

LOOK REALLY CLOSE FOR IT ON THIS ONE

5292nate wrote:Very cool stuff, Don! What again does the lightening symbol mean on CSX? At first, I thought is signified alternating current, but then I noticed that some CSX SD70MAC's and ES44AC's had no lightening symbol.

I'm pretty sure it's still used for AC traction motors. I'm thinking that the 700 series ES44's were left without one because they're actually not AH's, but rather regular ES44AC's (no AH). That or either they were painted at the factory by GE and GE just didn't put them on.

1225fan5358 wrote:Those engines with the IHSR stickers were put on at Beech Grove, without that sticker, they cannot be placed on the Illinois 110mph corridor. That sticker shows that the engine has the required equipment inside the cab for the 110mph Illinois Corridor. Not all P42s have that sticker....yet. They may expand to the rest of the fleet, just depends on what BG wants. I first noticed this in La Plata, MO, then realized the meaning in Chicago, IL on NTD. This isn't required on the Michigan services 110mph corridor, because 1) they have a mostly dedicated fleet of P42s (#26-38) Keyword "Mostly". And 2) There is no cab modification required for the MI trains, all the modifications to allow 110mph were done in the signal and communications systems.

LOOK REALLY CLOSE FOR IT ON THIS ONE

*IMAGES REMOVED TO SAVE SPACE*

Why didn't they do the two corridors the same way? I find it odd that they didn't have to make any cab modifications. Did they just add the technology into the on-board computer systems or something?

donjgatlin wrote:

1225fan5358 wrote:Those engines with the IHSR stickers were put on at Beech Grove, without that sticker, they cannot be placed on the Illinois 110mph corridor. That sticker shows that the engine has the required equipment inside the cab for the 110mph Illinois Corridor. Not all P42s have that sticker....yet. They may expand to the rest of the fleet, just depends on what BG wants. I first noticed this in La Plata, MO, then realized the meaning in Chicago, IL on NTD. This isn't required on the Michigan services 110mph corridor, because 1) they have a mostly dedicated fleet of P42s (#26-38) Keyword "Mostly". And 2) There is no cab modification required for the MI trains, all the modifications to allow 110mph were done in the signal and communications systems.

LOOK REALLY CLOSE FOR IT ON THIS ONE

*IMAGES REMOVED TO SAVE SPACE*

Why didn't they do the two corridors the same way? I find it odd that they didn't have to make any cab modifications. Did they just add the technology into the on-board computer systems or something?

The two corridors are owned by different railroads. IL: UP MI: AMTK.

I will think about maybe making these routes for RW! Aren't there spots on the Albany to NYC route (what's the official name?) that the limits are 120? Cause I have seen a few vids of the trains going 120.

5292nate wrote:I will think about maybe making these routes for RW! Aren't there spots on the Albany to NYC route (what's the official name?) that the limits are 120? Cause I have seen a few vids of the trains going 120.

120mph is impossible. Those locomotives top design speed is 110mph. 112 would be the maximum. The route name is Amtrak's Empire Corridor.

I stand corrected. I must have been watching NEC videos!