AMTRAK LOCOMOTIVE PHOTO SITE

This is a site with relatively recent photos of Amtrak's "Genesis" locomotives, built for the National Rail Passenger Corporation by General Electric. You will see a lot of roster shots, as the goal initially was to take a picture of every Amtrak locomotive #800-843. That goal expanded as the number of Amtrak orders from GE expanded, to include #1-120 delivered in 1998 and 121-207 by 2001.

This site is not a history of Amtrak, or a history of GE locomotives, although we observe that Amtrak is now more than 35 years old, and there is even an Amtrak Historical Society. GE has been recently the largest builder of passenger locomotives, having surpassed venerable General Motors' Electromotive Division (EMD). The Genesis series was produced from 1993-2002, with Amtrak being the largest single customer. VIA Rail Canada also purchased 21, numbered 900-920.

Amtrak started life in 1971 with a hand-me down fleet of equipment which included mostly EMD F7 and E-8/9 series diesel locomotives painted in the colors of the original owning railroads. These were either purchased outright or leased, and came with the steam generators unique to passenger locomotives of the period. The steam was fed underneath the train in pipes, and the steam was used to heat the passenger cars. After three or four years, Amtrak painted many of them in their own scheme, which included a red nose, and the famous "pointless arrow" on the side. They also started thinking about some new locos to update the fleet.

One of the first purchases of the new pseudo-government corporation was the E60, built for Amtrak by General Electric to replace the Lowey-designed GG1's. As the GE name implies, these were electrics, used on the northeast corridor which had already been electrified under Pennsylvania Railroad, and later Penn-Central ownership. The last of the E60's were finally retired by 2003-04.

For diesel intercity use, however, Amtrak made do with an early purchase of converted freight locomotives from EMD, the traditional supplier of most diesel-powered locomotives in the world. These also started out life with the steam generators and the Amtrak red nose. The "SDP40F" had 3000 horsepower, and as they were delivered in 1973-74, were numbered 500-649.

By the mid 70's Amtrak was committed to buying a new fleet of stainless steel passenger cars, some "Amfleet" from Budd Manufacturing, and some high-level from Pullman Standard (the later would come to be called Superliners). These would be electrically-heated, via 480 Volt AC elctrical power transmitted through under-car cables from a locomotive-mouted generator. No longer would there be a need for steam generators or extra power cars. The decision was made to stay with EMD for the new series of locomotives, the famous "F40," which contained electric "head end power" generators, was ordered in several batches from the mid 70's through 1987. These got Amtrak all the way up through the Reagan years, and that, of course, is a story worthy of another day and much more webspace! Most of the F40's were sold or scrapped in 2002 (although 18 depowered "cabbages" remained into 2006.

THE FIRST GENERAL ELECTRIC DIESEL ORDERS Seeking to supplement and eventually replace the faithful F40, Amtrak ordered one small batch of "p32's" from General Electric in 1989. Delivered in 1991, they were converted freight platforms lovingly or derisively called "pepsi-cans" by observers. Another batch of "designed from the ground-up" diesel passenger locomotives, P40 "Genesis" road locomotives from General Electric, were also built and delivered in 1993 as road units #800-843. These are 12 years old, and retired from Amtrak now. A couple survived very serious wrecks. The diesel engines arrived in bicentennial stripes (1993 livery), which faded toward the rear of the units. There were flashing strobes above the cab, which the crews hated, and a hostler window on the rear. Dual-mode "DM" units (700-717) also jointed the fleet in 1996/98. Loco nose numbers are lighted and reflectorized decals were used rear, and two places on the flanks.....small numbers on the front doors, and larger ones up on the top of the tail. Numbers stenciled on the sides were particularly hard to read and photograph when the locomotives became grimy, and the reflectorization went for naught. Engine #819 was still fresh from the factory when it led the Sunset Limited, Train #2 into a bayou in Alabama in September, 1993. Amtrak's worst wreck in history, the infamous incident was determined to have been caused by a negligent tow boat crew, which rammed barges into the CSX span, throwing the rails out of gauge. The lead engine hit the bridge side-rail head-on, causing a derailment at track speed. An older F40 was also lost. After the wreck of 819 there were other incidents, which cost Amtrak two more of these faithful beasts as a result of a truckload of steel driving in front of them at Bourbonnais, Illinois. These were #'s 807 and 829. No others had been scrapped or formally disposed of as of the dawn of 2004, but four were on lease to others. As delivered, the P40's had the three lights mounted horizontally in the body facing above the engineers windows. One of the first major changes was the removal of these strobes (1997 livery). The rear hostler windows were also covered up. By the end of 2000, all remaining 40's had been restyled again into "Northeast Direct" colors (1999 livery). By the way, the "pepsi-can" P32's were also redone to match. In December 2002, the first two or three were painted again, into the latest "acela" two-tone blue scheme described further below (2001 livery). GE delivered a second order to Amtrak, with slightly higher horsepower, during 1997-98. Instead of the fading stripe, all came with solid red white and blue (1998 modification). Loco numbers were still featured in the same locations as before. There were no strobes on the noses or hostler window on the rear. The new order, designated P42, was numbered 1-120. As they got around to it, Amtrak shop forces converted the P40's to match the new strobeless wonders. Marketing changes about the same time saw the "northeast direct" livery adopted for Amtrak's Northeast Corridor trains, which featured a broader blue stripe with smaller red and white pinstripes. This caused the P40's repaints of 1999-2000. About 10 of the new P42's later also went that route as they were wrecked, and #1-28 were also done. Changed over also were P42's #101-111 which were earmarked for "Northeast Corridor" service. Some of these also received darker blue noses to mimic a 2001 change in Amtrak marketing strategy. Amtrak does a wonderful job keeping its Genesis locomotives looking good, particularly at Beech Grove, Indiana, where heavy overhauls are performed. The casual observer would not be aware of the numerous "nose-jobs," partial repaints, and sheet metal replacements that have had to have been performed on even locomotives that are only five years old. As major mechanical overhaul or repair work was done on the P-40's, the exteriors were often repainted as well.

The two engine numbers on the sides of the P40's and early P42's were replaced by one larger bold white one over the blue background of the "NED" scheme. This made the engines easier to identify from afar, and quite accidentally made them easier to identify in photographs. Instead of the engine number getting lost in the grime and low contrast of the "platinum mist, " the big white on blue numbers contrasted nicely. One of the early repaints was #77, struck by a garbage truck in Texas. The series #1-28 were redone en-mass, and there were 10 or so scattered around the series when a repaint was needed for other reasons. Another Sunset Limited wreck in Texas caused a near P42 casualty, #98, although it was restored to service. A tanker full of salt water violated #98's right of way. As far as we know, the diesel mode P42's to go into Northeast Direct paint besides #1-28 were: 34, 52, 75, 77, 82, 93, 95, 97, and 98. Last in Northeast paint in 2004 were #26 28 34 82, and 93.

A p42 slated for special service was #100. It was dedicated to the U.S. Postal Service's "Celebrate the Century" train for about 18 months, and received a very special paint job. It is one of the most photographed Genesis locomotives of all so far. It had its postal stamps stripped off in late 2000, and spent a few months running around in shabby primer. By 2001 it was repainted again to match the latest "high skirt" order, and in 2004 it was "low-skirted."

THE THIRD ORDER Evidently well satisfied with the Genesis' performance, Amtrak ordered three more P42's in 1999 and then expanded the order to a planned total of 85 more. The first, #121 and 122, were delivered after August 2000 in the "northeast direct" treatment. They and some dualmodes came in NED. At this same time, a very few of the older EMD F40's were also being overhauled and repainted into this northeast direct scheme. Fewer still of the F40's got a California-style paint job. This was a short-lived effort, and as soon as the rest of the expaned Genesis order was funded and completed, even the overhauled F40's were retired by the end of 2002.

On November 5, 2000, Amtrak had taken delivery of its next new third-order Genesis, #123. In somewhat of a surprise, it showed up in bluenose. Again this was driven by marketing plans for the Northeast Corridor. This scheme initially had two tones of blue with a high skirt band and wide red stripe, a large engine numbers painted on the flanks, and a third grey-blue tone for the running gear, fuel tank area, and pilot . Rear engine numbers were no longer reflectorized. The red stripe was right up to the fuel filler inlet on the flanks of the locomotive on road numbered units 123-168. As Amtrak began to repaint older units, some of the 2000 repaints received this "high-belt" treatment, beginning with some in the 60's series (we believe #65 was first). Kato has a model of the high-belt #62 bluenose repaint.

So, now there have been three major different styling treatments for the Amtrak P40-42 Genesis. At least two minor subcategories have occurred. The first P42 to have worn all three of the major schemes was #93, which was bluenosed in late 2000. At least #52, 77, 95, and 98 also had three set of colors early-on. By 2004, only 6 bicentennial P42s (including 2 dual modes) were left, and the only remaining "northeastern" units were 26 28 34 82, some in the 101-11 group, and the stored (non-Sanford) P40's.

The third Genesis order was completed by General Electric in October 2001 when #207 was delivered. In advance of this, Amtrak had to do some renumbering of older equipment, since there were a couple of overlaps with rostered F40's and turboliners, the latter of which at the time were planned for restortation and re-introduction in Empire State service. This happened even though all F40's but 20 de-powered ones were dumped by Amtrak the next year.

REPAINTING INTO ACELA COLORS - SOME VARIETIES During 2001, a styling change took place on newly delivered P42's coming out of Erie, and the overhauled ones passing through Amtrak's Beech Grove shops. The dark blue skirt band was dropped, and minor changes were made to the reflective red stripe. The little side Amtrak logos were gone. The changes took place at road number 169. The builder data decals moved up higher on the nose. One P42 received a name, #182, (the "Tommy G. Thompson,") as the ex-Wisconsin governor. With respect to the repaints, some like #85 got blockier side numbers. Amtrak finally was finishing up changing out the original P42 stripes into the bluenose by the end of 2002, although some Michigan units made it into 2004. When #32 came out in 2005, bicentennial stripes were a thing of the past.

As with P40's #819 in 1993 and #807/829 in 1999, some nearly new Amtrak P42's have fallen victim to wrecks. During 2001 the Texas Eagle was involved twice, with #131 hitting a washout at Sabula, Missouri on July 29, and #151 and 163 badly damaged on September 12 near Hallsville, Texas. Repaired by 2005 were 131 and 163. Not so fortunate are #143 and 149, badly bent near Wendover, Utah on September 11 and still awaiting scrapping. Locomotive #76 was repaired and restored to service.

Modelers will note an emphasis here on the paint styling. The earliest F40's were striped like the E60 electric. Portholes added to the de-powered F40's mimicked the E's and F's of an earlier era. The later F40s were bicentennially striped, as were the P40's and first P42 order (with a "V" modification for the nose). By 2005 all were bluenosed. In December 2002, twelve P40's also were bluenosed and assigned to Sanford, Florida for Auto-Train work (832-843 excepting 837). They joined their siblings in retirement in February 2005.

In early 2004, Amtrak started converting "high-belt" bluenose units into the "low belt" variation. Among the early repaints noted were 65 100 125 126 and 138. The road numbers 121-140 were done first, the 150's and 160's lasted into 2005. Also being changed over to bluenose in early 2004 were the 101-111 northeastern units and the remaining dual modes. Most of the 2005 overhauls were given an exposed bolt removable nose cone.

As you may have noticed, this is a contemporary GE-built Amtrak locomotive photo site. There aren't "ancient" old photos here. The diversity of paint schemes has now given way to "bluenose" livery. But, who knows what may be considered historic or significant in the future. So, mostly for fun, we post our photos. If you have comments or questions, please drop us an e-mail.

Revised December 2005

LINK TO THE INDEX PAGE FOR AMTRAK GENESIS PHOTOS