Passenger locomotives

[Green_Elite_Cab]

incoming photo drop!

Some Amtrak stuff today.

Here is the other ubiquitous modern passenger diesel, the AMD103/110 Genesis (more technically, the P42DC). These locomotives are based on the Dash-8 (and later dash-9) technology of contemporary GE freight locomotives. However, that is where the similarities end. It was the first diesel in many decades to have fabricated trucks in the US (instead of cast trucks), as well as the only US diesel with a monocoque carbody. Essentially, the carbody supported the locomotive's weight, and unlike conventional diesels, was not build on a platform or frame. the Genesis is physically shorter than most locomotives as well, letting it match the profile of older cars, as well as fit in tight clearances.

i installed a details west superdetail kit on this thing, and made a few other changes (painted the radiator fan blades silver, spaces black). You tell me if i looks good! just needs some weathering. Its actually my only Amtrak diesel, and even it is specially equipped for Northeast Corridor service.





In the Beginning, there were GG1s. They worked out for a while, but then they got old. Then there were the E60s that arrived to dethrone the GG1 in 1972. These didn't work out so well, and the GG1 rolled onward into 1981 on Amtrak.



Eventually, the AEM7s achieved success, though 40 years later it might be waning. #911 (on the left) was involved in a fire in real life just a few months ago (see "For GEC... an AEM7 on fire"). Smaller than its predecessors, it was faster and more powerful (7,000 HP in the AEM7 to 6,000 in the E60, and only 4,620 HP in the GG1).



The AEM7s managed to wear several paint schemes, including the very short lived Phase IV painted on locomotives in the mid to late 90s. The scheme persists with a little variation on the rolling stock.



This is similar to the current scheme of the AEM7. these models represent DC units. Many have been rebuilt with new guts and reclassed "AEM7AC" (a project on my bench right now). These should last another ten years or so with maintenance, perhaps beating the GG1 as the electric locomotive that won't ever quit.

These AEM7s are southbound with the "Silver Meteor"



The E60s on the other hand held on until the mid 1980s as AEM7s replaced them. Whichever E60s weren't sold to NJ transit (like #958 above) were rebuilt into "E60MA" units that would grind along the rails with heavy passenger trains until early 2003. #603 at strasburg is the only survivor of this group of E60s. NJT #958 is the only other passenger E60 left.



The HHP8 electrics were the most powerful locomotives in North America when they arrived in 2001, being able to develop 8,000 HP continuously. Intended to replace the E60MAs on long haul trains, the HHP8s also suffer from mechanical difficulties much like their predecessors. They are based on, but are not quite the same as the Acela Express Power cars.



Roof Shot



HHP8 #664 returns northbound in the fading sunlight with the Silver Meteor bound for New York.



Of Course, the Epitome of REALLY Fast trains in the US is the Acela Express Trainsets. Capable of above (but limited to) 150 MPH operation, the Acela is the fastest thing currently on US rails (only the UA Turbo Trains and Budd Metroliner EMUs of the early 70s have surpassed this). These locomotives are technically semi-permanently coupled to the trainset they are in, and when something is wrong with the locomotives or coaches, the whole Acela express moves as a single unit (standard couplers are hidden in the nose cone; its the only way they can couple with conventional trains).

It looks fast standing still...



Another Northbound Acela as the sun sets.