Hey guys, I found this VHS at a small train gathering under a church for $1. Thanks to Peter for getting this digital (I now have my own means, but did not at the time). If anyone wants I can also scan a P42DC Operators Troubleshooting Guide.
Oh VHS ! Thanks, I now understand the relatively poor quality of this video. It's interesting, though, but could have been much better with an engineer actually acting the different components and switches, and explaining them, than an added voice (think of a plane cockpit visit) Thanks for sharing !
Right? If i need to operate a P42, this video omitted one key detail, where the hell is the entire crew? The LSA is even more qualified to operate these than i.
A **RETIRED** UPRR "Operator," Excuse ME!!! Let me hock out & Chock OUT my CUD of SKOAL!!! DAMMIT!!!!!!!! DONE!!!!!!!! I, on the JOB, the J-O-B, have OPERATED...uh. Full STOP!!! Have ***RUN*** these units FIVE TIMES, SEE?!? Have Also RUN--Not "OPERATED" Nor have "DRIVEN," as I am from the UNITED STATES of the AMERICA...to REPEAT to WORLD, but also to those in **THIS** NATION who need CLARIFACATION, I have indeed *RUN* every AMTRAK Locomotive currently in service (excluding all ELECTRIC UNITS Currently in service), and am proud of this fact!!!
The video bring back memories. In the late 70's I worked for Amtrak in Chicago, as a journeyman machinist with the EMD F-40 some sdp-40's and the Brighton park French version turboliners. Also a once in a blue moon a P-30ph from Louisiana dropped by the shop. Good old days
I have actually ridden in a P42 (AMTK 176) and what I saw inside the unit matches what is on the video to a T. Also when I see this, it takes me back to that day.
This is a remarkable video to have posted for rail fans, especially the hard-core cab ride types. While the detail is way beyond comprehensible for most of us, it can serve as a wallow for the truly fanatic. Thanks for posting it.
Incredibly informative thanks - not much information out there on the technicalities of the Genesis. The Genesis is a sleek machine. Never been to America but I'd like to see it in a Superliner pulled along by a Genesis or three.
Absolutely fascinating for the small boy in me who still loves big engines. But it's also professionally very useful because it's a perfect example, from a linguistics perspective, of technical discourse, including a vast amount of highly specialised vocabulary. I expect my students to consider putting it to good use, for instance as the basis for a thesis. Very many thanks for this gem.
i'm a german earning my money by maintaining and repairing both electric and diesel locomotives, so this is a very interesting video for me. i really like how you americans took a far more complicated route (especially when it comes to the braking system) to achieve a locomotive that functions pretty much the same as ours here in europe.
Watched this before I went to Choo Choo U. I do remember when these first showed up. We had an engineer who kept dumping the air when he would try to move.
@@HNMusic13 service has been for a while now. Just look at Hiawatha and Cascades services. They use the new Chargers. New Chargers are now in service sometimes on the SWC, but it's rare.
They really area look looking locomotive IMO, especially in the older paint schemes. However, judging from the in cab shots, it looks like visibility may be lacking some on these units. Very intresting to watch, thank you for posting!!
long video but well worth the watch. in 3 weeks i'm heading back to choo choo U to become an engineer and am doing all the pre-studying i can. thank you for posting!!
@@34jared: when I worked for CSX there was no choice, per se. They hire you as a conductor, after roughly 2 years you become eligible for engineer. If you don't take it, or don't make it through the school, you're out. I have a friend who's an Amtrak engineer. He started out in track maintenance, then conductor then engineer. It's a pretty tough job, esp. when you start out. You work on what's called the Extra Board when they call you. It's basically eat, sleep and work. That's how it is until you build up seniority, which takes about 10 years. You might only work enough to be paid the minimum, which is called the guarantee. It's a good job, but the hours suck. From what I hear, like any government job, Amtrak's management sucks big time. If you stay out of their way and obey all the rules - and there are a ton of 'em - you'll do ok.
@KutWrite It’s like that anywhere. The class 1 I work for has a one year rule, one year as a qualified conductor before you can consider going to engineer school. Then on the job training for 100 or do trips, then you are on your own. That said I do believe management sucks at any class 1 railroad! When I first started this old head said to me, “Welcome to the (anonymous company name). They spent much money on your training for the last couple of months. Now they are gonna spend the next thirty years trying to fire you. Good luck, kid.” Extra board is the same, eat, sleep, work, sleep, rinse, repeat.... Every once in a while a guy can bid for vacation vacancy of an old head goes on vacation. That’s been rare lately though as there has been huge layoffs lately. That’s all I got for now! I’m out.
@@34jared dude. didnt see this till just now.its been an amazing transition. I had no idea how little I knew as a conductor compared to how much my eyes have been opened as an engineer. Best. Decision. Ever.
@@dh-_1011 also, late reply but I totally agree with that policy. Everyone should definitely be required to be a conductor first. I worked for 9 years on the train before I went to engine school (every single craft -dining/coach attendant, conductor, etc) and it helped me immensely being exposed the RR before engine service. Also. Been qualified over a year now and LOVE IT!! : )
Even with empty fuel tanks, you can get her to roll with just the starter batteries. IDK if that was ever used or just a sales gimmick connecting the starter batteries to the traction motors to move short distances. Neat idea though.
Hard to believe these now are starting to become "secondary" units in favor of the newer Siemens Locomotoves, just like the old EMDs were over 25 years ago when the Genesis was introduced.... Time and technology do not wait...
The ROTARY AIR BRAKE SELECTION SWITCH setting of FREIGHT rather than PASSENGER, turns off special Amtrak passenger train brake line air pressure signaling and characteristics, such as automatic gradual roll out of air line brake pressure release, that Amtrak uses on its high performance baseline 110 psi passenger car air brake system that may hamper and confuse standard freight train air brake systems operating at a 70 psi baseline pressure. Running a standard 70 psi freight train air brake system is needed for emergency on-the-road mu'd substitution of freight locomotives and mixed freight and passenger car trains. The passenger cars run at a 70 psi brake line pressure just fine with a drop in actuation speed and air reserve needed for more frequent brake releases.
That’s a whole bunch of bad info. But more than anything, freight trains do NOT operate at 70 PSI train line. They operate at 90 PSI on ALL freight lines.
@@FFred-us9tw I got that information from reading about passenger train air brakes and why a passenger train may need to run freight train air brake systems when a substituting a non passenger locomotive into the consist. en.wikipedia.org/wiki/Railway_air_brake. Read down to working pressures and it will describe freight trains running 70 - 90 psi.
@@douglasengle2704 That’s a Wikipedia page and in typically fashion it’s outdated and filled with wrong information. All modern freight trains operate at 90PSI Brake Pipe pressure in what is known as DIRECT RELEASE. Most passenger railroads will operate at 110PSI in GRADUATED RELEASE. You can actually read the entire FRA CFR (Code of federal regulations) online. It’s boring but educational if you want to understand how they work better.
@@douglasengle2704 Don't parrot garbage you read from wikipedia. Really, don't. It's stupid. Understand, do not just read. Some freight lines used to run 70, but none do anymore. 70PSI feed pressure on passenger cars would be illegal. "gradual rollout of air line pressure realease" means literally nothing. There is no "special signalling," the cutout valve simply changes how the brake handle behaves, as well as changing how the independent brake sets up. You "can" operate freight cars with the switch in passenger mode in rare cases, but you have to use it like a direct release brake. Also, freight locomotives don't care what they're hooked up to- you just change the feed valve pressure to 110. Good god, you have GOOGLE at your fingertips yet you commented stuff that even Trainz would get right.
Why am I watching this? I don't even own a P42... Have you noticed the "Boeing-brown" color on the dashboard? Anyway, I'm going to continue watch this in order to get my Nerd-O-meter to 100. Thanks for uploading.
Definitely an interesting video. I have to wonder who exactly the target audience for this video was supposed to be. The video seems to be aimed at Amtrak locomotive engineers, but there's a lot of "well duh" information in it that an engineer would already know, as well as lots of technical info that an engineer would never need to know.
+Locomotive450 This was made by the same sort of Federal idiots who make army training films. Anyone who has been in the army will instantly recognize this. By the way, whoever designed the interior of the locomotive sure likes the color brown. As I said, idiots.
This great to watch while driving Genesis Locomotives TrainSim 2020 etc :), Sim has a few indicator lights wrong and/or was updated in more recent models ??! Always wondered what the spottier button was for 20:25 ,and Train Compartment Lights, next to Tracktion motor switches is?, 33:15 but that's GE for you. ( Customized design relatively low production numbers and million of dollars each ) They do not get everything perfect, first model runs etc.
You know, these really weren't bad looking units when they were new, but great googly moogly they are worn out now. They also seem to have some very unique one-off type features that have to be frustrating 20 years later as orphaned, outdated, ill maintained products.
the p42 is one of my favorite locomotives because of it's streamline design and also some of the p42 horns sound like a steam engine is it the type of k5la or a foul.?
Are the screens TFT or CRT? It looks like a TFT-LCD but they were extremely expensive back in the early 1990s when these beauties were built so I'm thinking CRT.
They were Millions of dollars each, $3.5Mil each or so?, so at that price may have had those expensive TFF screens !? ... like my first digital watch 1978, $1200 ouch, that are now free or $0.25 walmart :) Electronics and DCS Controls etc sure have become more cost effective over the years.
i really really really hope so, say "Amtrak" and it's an ol F40PH in Phase III grey-green-silver body with red-blue-white stripes that people think of. Britain invented the railway but I'd kill to commute on a Genesis and an F40PH or go long haul over 700 miles without a breakdown in perfect Superliner comfort. Damn Britain, we have a Victorian-era railway where even commuter DMUs struggle to avoid having the roof taken off by a 200 year old tunnel (quite literally, they had to remove the aircon from the Class 158s going to Buxton because the aircon air intake scoops would be sliced off by an ancient tunnel). Vista Lounge - wasn't that some dodgy software that came preinstalled on a white box 2008 PC along with a 30 second free trial of Office 2007?!
As noted, if the P-42 was a dedicated passenger loco there wouldn't be a "freight" position on that switch. Using a "freight" position in emergency on a lightweight passenger train would invite a lot of injuries with that heavy duty braking function. In case Amtrack went belly up or loco replacement the P-42 would still be a useful loco for freight.
@@rayford21 Amtrak actually uses the P42 in freight service daily for the Auto Train. You can definitely run them in freight mode, it just requires different handling skills. The passenger cars also need to be set up for direct release since the triple valves can get confused when used in direct release under certain conditions. It's not "heavy duty," whatever that nonsense means, it only changes how the release function works.
hi guys Is there in this GE P42 DC LOCOMOTIVE a small cabin behind to maneuver backwards? cus is in behind locomotive door I guess the back door and used. to access the other locomotive that is hitched. because locomotive in multiple unit thank for information; MAY BE NOT
These loco’s came with David Clark headset stations set up for three seating positions. They have long since been disconnected but most loco’s still have these stations in them.
Great video and info! But the narrator's voice and the way he whistles his S' stresses me out. I could turn the volume down but then I would have no idea about what is said. So, I'm stopping at 40:57. I apologize for my negative statement!
Amtrak does still have a vision benefit. At an average employee cost to Amtrak of over $100K, it would take quite a "pay cut" to make them even close to breakeven. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-fwjwePe-HmA.html
Because the old-time glasses look goofy today. I see you didn't watch the "Why are trains so expensive?" video I linked. On average, Amtrak pays over $100K for every employee on the gravy train...I mean...payroll. You may not like hearing that, especially while living in Taxachusetts, but it's the truth. Only Amtrak could charge $12 for a cheeseburger, and lose money while doing it. Amtrak is a government union giveaway to buy votes, not a business. If it was a business, it would have shut down long ago. Here's another educational video for you to ignore: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-mbEfzuCLoAQ.html
Damian De lmao...I mean, you're not wrong. On a seriously note, finding the manual in PDF is going to be tough. It's most likely not shared outside higher up personal at Amtrak due to security.
João Felipe Oliveira Alves e Silva A control area on a GE locomotive is a compartment where electrical equipment is located. Most GE units have CA1 through CA9.
