Though, despite being the large corporation that GE has been for the past century and a half, the company unfortunately didn't have the reference material used to design a simple, basic, and "forward-looking" locomotive like Amtrak wanted, nor did they have the right design engineers to fully integrate the technology into the design. In the early 1990s, Amtrak partnered with GE to design a revolutionary and modern passenger diesel locomotive intended to begin a whole new generation of motive power technology (thus, being dubbed "Genesis" however, phrased in a "new beginning" context) for high-speed passenger rail service. They were initially intended for Amtrak, though other transit carriers such as Via Rail, Metro-North (MN), and New Jersey Transit (NJT or NJ Transit), have received and acquired units (including some from Amtrak).Įxactly 321 were built: 44 P40DC's, 228 P42DC's, and 18 P32AC-DM's. Said livery was actually an exclusive variant often dubbed as the "Genesis" livery, which was also once used to distinguish it from other locomotives from their fleet.Ĥ,000hp (or 4,250hp) four-axle passenger diesel locomotives produced from 1993 to 2001.
AMTRAK TRAIN SIMULATOR FULL
Sumwalt and other NTSB officials have taken every opportunity since the derailment to call on lawmakers not to delay full implementation of the system - as has been requested by railroad lobbyists - at a time when rail funding is under attack in Congress.The GE (General Electric) Genesis Series (trademarked: GENESIS) is a series of 3,200hp,Ī typical early Amtrak P42DC painted in the company's Phase III livery. While much of Amtrak's Northeast Corridor has been been upgraded and turned on, the stretch where Train 188 derailed isn't yet one of them. tracks that carry passengers or hazardous cargo by the end of the year. National Transportation Safety Board member Robert Sumwalt said Tuesday's crash wouldn't have happened if the curve had been along a stretch of track equipped with a working Positive Train Control system, which is supposed to be implemented on nearly all U.S. "These guys are exhausted, they're overworked, and the job is just too much for one guy." "We're just tired and that's what they're not saying," he said. Modoc's Chris Smutny added: " a 25 mph curve… if we have to take that curve at, let's say, 30 mph … even at 30 mph it will roll the train over." Rangel believes the job is so demanding that there should always be more than just one engineer driving the train. "You've got to slow down slowly otherwise you're going to have a lot of in train forces and you can jack-knife the train," Rangel said. Slowing a train from 55 mph to 25 mph would take up to three-quarters of a mile, he added. "The locomotive has got so much power that it will get away from you pretty easily so that's why you've got to pay attention to what you're doing," said David Rangel, president of Modoc Railroad and Modoc Academy.
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AMTRAK TRAIN SIMULATOR SIMULATOR
Training instructors used a simulator Thursday to show NBC News the importance of managing a train's speed.
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On Amtrak's Northeast Regional Train 188 were killed and scores more of the 243 people on board were injured.Įngineer Brandon Bostian, 32, was expected to be interviewed by investigators in the coming days. It was hurtling at 106 mph - more than twice the 50 mph speed limit - at the time of the crash as it entered a curve, according to the National Transportation Safety Board. On Tuesday was accelerating when it derailed. The demonstration came as investigators said theĪmtrak train that crashed in north Philadelphia
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(NBC NEWS) - Exceeding railroad track speed limits by as little as five miles per hour could derail a train, according to an expert who used a simulator to show NBC News how to slow a locomotive ahead of a curve.