No doubt about it – the economics of transportation sets the pace for what we see on the rails in terms of technology and frequency, more so in the case of Amtrak. Amtrak was a child born out of necessity 54 years ago. To some it marked the end of the grand era of luxury rail transportation. On face value that was true, but beneath that commanding legend, even the most popular passenger trains were only marginally profitable in the golden years of the railroads. Most passenger schedules endured since – prior to the Federal Aid Highway Act in 1956 – there were few transportation options to reach many regions of the nation that were not served by US highway route numbers or airports. In the era before teleconferencing when businessmen had to make a personal appearance at thousands of commercial establishments in such regions, that need prolonged the life of many long-distance passenger trains. Likewise for US mail that was also moved by rail and helped offset the expense of marginal passenger trains.
When both business travel and US mail divorced the rails, major US railroads could no longer justify the “good will” of operating passenger service at a loss. The bankruptcy of Penn Central on June 21, 1970 was the disaster that became the catalyst for change. Complications from startup and politics could not delay an immediate problem Amtrak faced: the roster of nearly obsolete and poorly maintained locomotive and cars they inherited from member railroads.
The path forward would be challenging beyond the actual cost. The US never developed a vibrant national strategy for a balanced transportation network. Instead, the US focused on the go-go drivers of transportation after 1946: automobiles, superhighways and air transportation – including research and development – at the expense of rail technology. Railroads were justified in avoiding independent research funding for advanced, new passenger technology since that service had descended to loss-leader status. A tepid interest in new passenger technology surfaced in the mid-1950s that produced the GM Aerotrain, Train-X and the Talgo trainsets but all three received mixed reviews in terms of service and profitability.
So, when Amtrak started the process of new equipment purchases, they had little new passenger train technology available with the US and eventually reached out to Europe for help. That was a colorful era for passengers and the railroad inclined but surely gave ulcers to Amtrak operating personnel that had to make a hodgepodge of designs work and eventually weigh in one final equipment purchase.
The need to replace older EMD class E-8 and E-9 locomotives prompted the first order for new diesels, EMD class SDP40F that were delivered in 1973-1974. Immediately after delivery, several derailments were attributed to the trucks of the new locomotives so they proved to be a short-lived solution. Next were the class F40PH first built by GM, designed for shorter regional trains. While they proved to be more reliable and were accepted by the freight railroads that Amtrak utilized, the fleet was forced to replace the problematic SDP40F locomotives on longer and heavier long-distance trains. In 1993 GE Genesis P40DC locomotives entered service to address that need. Those locomotives featured improved aerodynamics and fuel efficiency compared to its predecessors and like the F40PH, they were equipped with head-end power to support train systems. Those locomotives were fully computerized and the onboard computer systems automatically manage various functions, including real-time adjustments to engine output in response to overheating, low oil pressure, or reduced airflow intake. Two P40 locomotives could do the work of three F40PH locomotives.
The pace forward saw the purchase of replacements with the first 111 P42DC locomotives delivered in 1993. The P42 differs from the P40 in that they have CCB1 electronic braking systems and injections systems. P42DCs were a unique passenger variant of the B40-8W locomotive, featuring a 4200-horsepower engine and a top speed of 110 mph. The class P42DC were successful and the roster expanded to 207 units. Although they are now being replaced by Charger-series locomotives, Amtrak has invested in heavy maintenance and repainting for some members of the P42 fleet.
We celebrate that impressive history – and bold look forward – with a sale of significance on Amtrak related items and a special video. We work consistently to improve our selection and pricing so you can fully enjoy modeling Amtrak – and other carriers – without experiencing the trail and error mode that governed early Amtrak. Thank you – once again – for favoring us with your continued patronage.
Frank Wrabel
modeltrainstuff.com