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GE P32AC-DM Locomotive

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The P32AC-DM (GENESIS Series II) was developed for both Amtrak and Metro-North. They can operate on power generated either by the on-board diesel prime mover or, for a short period of time (approximately 10 minutes), power collected from a third rail electrification system at 750 volts direct current. The P32AC-DM is rated at 3,200 horsepower (2,390 kW), 2,900 horsepower (2,160 kW) when supplying HEP, and is geared for a maximum speed of 110 mph (177 km/h). Tractive effort is rated at 275.8 kN (62,000 lbf) of starting effort from 0 mph (0.00 km/h) to 14 mph (22.5 km/h) and 113.43 kN (25,500 lbf) of continuous effort at 40 mph (64.4 km/h) given wheel horsepower of 2,700 horsepower (2,010 kW).

The Dual Mode P32AC-DM is unique not only because of its third-rail capability, but also because it is equipped with GE's GEB15 AC (alternating current) traction motors, rather than DC (direct current) motors as used in the other subtypes. The model is confined to services operating from New York City, where diesel emissions through its two fully enclosed main terminal stations are prohibited. P32AC-DMs are seen only on Amtrak's Empire Corridor between Penn Station and Buffalo, the Ethan Allen Express, Lake Shore Limited (New York section), Adirondack, and Maple Leaf services. However, sometimes the P32AC's are traded out for a P42DC in Albany. This is due to the requirement for the P32AC engines exclusively in this section of rail, and the higher horsepower rating of the P42DC. Metro-North's locomotive-hauled commuter trains to and from Grand Central Terminal also utilize P32AC units, and Metro-North's units have an escape hatch in the nose.

The third-rail shoes are used on the over-running third-rail in Pennsylvania Station for Amtrak units and the under-running third-rail in Grand Central Terminal for Metro-North units.

All P32AC-DM models, unlike P40DC and P42DC models, lack the door on the rear of the locomotive that would normally lead to the next car, making it impossible to access the locomotive from either a coach or a trailing engine. Another unique feature is that the two lower vents near the back of the locomotive are bigger than that of P40s and P42s. The features are the same as my other project.