Amtrak Dash 8-32BWH

[seat38a]

Lately in SoCal, it seems the Dash 8 have been really indispensable in Amtrak's operation. For a while now, one of the CS consists ran with a Dash 8 instead of a second Genesis engine. Over TG weekend, I saw a Surfliner using a Dash 8 because from what I can tell, it was missing the CAB car. Also, its not uncommon to see them subbed on other trains. During this summer, I also saw a Dash 8 pulling the Sunset Limited into the platform for boarding instead of the usual backing in routine.

How many Dash 8's are based out of Los Angeles? I know the State owns a couple up in NorCal as well but how many Amtrak owned engines are based out of Los Angeles? Are there any plans to replace them and if so with what? To me, it seems the Dash 8's are really the jack of all trade in Amtrak's fleet.

 

[Thirdrail7]

LAX is responsible for 4 units in the western pool, although there is another one out there. Even though they are an unloved unit, I doubt they can be retired until they either stop running or a new diesel is ordered to replace them.

As such, it is likely they will continue to pitch hit for some time, I'm sure.

 

[seat38a]

LAX is responsible for 4 units in the western pool, although there is another one out there. Even though they are an unloved unit, I doubt they can be retired until they either stop running or a new diesel is ordered to replace them.

As such, it is likely they will continue to pitch hit for some time, I'm sure.

Why are they unloved?

 

[Thirdrail7]

They are old, tired, ill-maintained and slow. While this is on par with most of the equipment, in addition, these particular units are noisy and awkward with sub par cabin amenities. As such, most crews seem to not like them which sometimes creates issues when they appear without warning.

 

[OlympianHiawatha]

Dash 8 #500 served as the Biofuel Test Unit on the Heartland Flyer; it seems the experiment worked well but nothing more was heard of it and the Unit went away. I'm guessing it is still somewhere in fleet?

 

[Thirdrail7]

Dash 8 #500 served as the Biofuel Test Unit on the Heartland Flyer; it seems the experiment worked well but nothing more was heard of it and the Unit went away. I'm guessing it is still somewhere in fleet?

It's still in service.

 

[PerRock]

Dash 8 #500 served as the Biofuel Test Unit on the Heartland Flyer; it seems the experiment worked well but nothing more was heard of it and the Unit went away. I'm guessing it is still somewhere in fleet?

It's still in service.

However photos from earlier this year (like January...) show it does not have the stickers saying it's running biofuel.

peter

 

[andrewlhe]

This thanksgiving day I observed #514 on Crescent 20/19 along with P42 #156

This photo was taken at Charlottesville on that morning, it's the northbound 20

https://www.flickr.com/gp/138022528@N08/D2Cp1d

And this is the southbound 19 that night at Charlottesville

https://www.flickr.com/gp/138022528@N08/x06x18

 

[seat38a]

It maybe unloved but sure a good backup when needed.

 

[AmtrakLKL]

Beech Grove has rebuilt a couple of P32s this year. I had the pleasure of working with one recently. Ran great, rode great and looked great inside and out. It was practically a brand new engine. It is amazing what the Grove can do given proper resources.

 

[Bjartmarr]

Why are they rebuilding P32's and what are they going to do with them? I would think those resources would be better spent on rebuilding a newer, more powerful, more common engine like a P42.

 

[PVD]

because the p32 can be used in yard situations as well as road work, it is a useful backup.

 

[CCC1007]

The P32's are commonly used in switching as they are safer than other road locomotives because of their gangways. This is one reason to keep them around.

 

[Thirdrail7]

Why are they rebuilding P32's and what are they going to do with them? I would think those resources would be better spent on rebuilding a newer, more powerful, more common engine like a P42.

These two posts are spot on:

because the p32 can be used in yard situations as well as road work, it is a useful backup.

The P32's are commonly used in switching as they are safer than other road locomotives because of their gangways. This is one reason to keep them around.

However, there are two other reasons: Unlike a P40 or P42, the P32-BWH can be used lite (although it is annoying), which makes them great for rescues or protect assignments.

Finally, there aren't any real plans to replace the diesel fleet. Therefore, any available unit must be prepared to stick around. They were overdue for an overhaul. Spiff 'em up and let them run for it.

 

[AmtrakLKL]

Why are they rebuilding P32's and what are they going to do with them? I would think those resources would be better spent on rebuilding a newer, more powerful, more common engine like a P42.

These two posts are spot on:

because the p32 can be used in yard situations as well as road work, it is a useful backup.

The P32's are commonly used in switching as they are safer than other road locomotives because of their gangways. This is one reason to keep them around.

However, there are two other reasons: Unlike a P40 or P42, the P32-BWH can be used lite (although it is annoying), which makes them great for rescues or protect assignments.

Finally, there aren't any real plans to replace the diesel fleet. Therefore, any available unit must be prepared to stick around. They were overdue for an overhaul. Spiff 'em up and let them run for it.

A busted up P32 is usually better for switching than a road engine. The P40/42s are terrible, terrible switch engines. Bad for the conductors as there is no place to ride except climbing up/down from the cab or standing next to the thumping air compressor in back. Bad for the engineers because switching visibility is poor/non-existent. Bad for everyone because they take forever to start and stop thus taking longer to get the job done.

Even if there were replacement plans, rebuilding P32s in-house is a lot cheaper and faster than buying new engines. The engine I worked with was practically brand new - I should have taken a picture. Sadly, its stay was short lived, replaced by another clunker P32 (which is still better than a P42).

 

[xyzzy]

When one says these locomotives are slow, the reference is to how quickly the engine will "load up" and accelerate a train. That's often a complaint about older GE products relative to EMD products. Top speed of the locomotive is 103 mph (only slightly slower than the P42) and that's good enough for almost all diesel-pulled Amtrak routes. The question is how long it takes a train to get to a given speed.

 

[seat38a]

I've seen this in LA where they use a Dash 8 to pull the consist into the platform instead of backing in when they bring the train in from the yard. Is this the preferred method vs reversing into the station? I'm guessing in this kind of situation, the genesis are still doing the pushing vs the Dash 8 pulling? Also, on train 1 Sunset from New Orleans, they back into the platform, decouple the engines and just leave the engineless consist on the platform, I'm guessing this is done for the sleeping car passengers still sleeping, and later take it away using a Dash 8.

With so much backing in and backing out, as others have mentioned, I just can't see any other engine other than a Dash 8 working.

 

[PVD]

Supplying max HEP the dash 8 is quite a bit less powerful than the p40 or 42. As a second unit, or with a short train that is not a game breaker.110 mile track would be.

 

[neroden]

So their fate is to be road switchers, basically. When Amtrak does replace them Amtrak will be looking for hood units which can run light and which have good visibility in the rear.

 

[Thirdrail7]

So their fate is to be road switchers, basically. When Amtrak does replace them Amtrak will be looking for hood units which can run light and which have good visibility in the rear.

Along those lines, I was talking to an employee at Siemens and he mentioned that they pitched a dual cabbed diesel to Amtrak and the other railroads. Ultimately, the length and expense became an issue.

 

[neroden]

Along those lines, I was talking to an employee at Siemens and he mentioned that they pitched a dual cabbed diesel to Amtrak and the other railroads. Ultimately, the length and expense became an issue.

Huh. I wouldn't think that the extra cab would really *cost* that much, and it would have a lot of benefits.... but length could be a showstopper, since there are actual clearance restrictions related to length and curved tracks. I suppose they just couldn't fit all the diesel equipment into the allowed space between two cabs.