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Seller: ponyboynol ✉️ (12,894) 98.7%, Location: New Orleans, Louisiana, US, Ships to: US & many other countries, Item: 225169016505 AMTRAK P42 RAILROAD LOCOMOTIVE #1 CARDSTOCK Figural COIN BANK & VETERANS #42. AMTRAK P42 DIESEL LOCOMOTIVE. THE DIESEL ELECTRIC POWERED 42 LOCOMOTIVE IS THE BACKBONE OF THE AMTRAK FLEET AND IS USED IN A VARIETY OF PASSENGER SERVICES. ABLE TO REACH A TOP SPEED OF 110 MPH, THE AMTRAK VETERAN'S LOCOMOTIVE IS UTILIZED ACROSS THE AMTRAK SYSTEM AND USED FOR SPECIAL EVENTS. AMTRAK P42 RAILROAD LOCOMOTIVE #1 CARDSTOCK Figural COIN BANK & VETERANS #42 ///////////////////////////////////////////////////////////\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ AGAIN THIS MONTH, WE ARE OFFERING MORE EXAMPLES OF FINE ANTIQUE RAILROAD ARTIFACTS FROM THE ESTATE OF SEVERAL ADVANCED COLLECTORS, INCLUDING MEMORABILIA FROM A NUMBER OF RAILROADS PLEASE CHECK OUR OTHER EBAY LISTINGS FOR MORE RAILROAD ARTIFACTS Many people are fascinated by railroads. At one time, railroads were connected to most aspects of community and economic life, and almost everyone had the experience of taking the train to some distant destination. Today, railroads are still a vital part of the nation's commerce, but they have largely evolved into less publicly visible movers of freight. For the most part, the romance and glory of the great age of the railway has passed from the scene. One way of remembering this bygone era is through collecting artifacts that have survived the years. Most RR lines were, and still are large enterprises requiring vast amounts of material and equipment to operate. While much of this material and equipment like locomotives, cars, buildings, etc. are "collectible" for only a small number of people and organizations with the resources to maintain them, smaller items like lanterns, china, paper, and locks are well within the reach of individual collectors. Therefore, many people seek out such items -- often called "railroadiana" -- at auctions, garage sales, antique shows and "collector events". ///////////////////////////////////////////////////////////\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ COLLECTING RAILROAD EPHEMERA & MEMORABILIA An immense amount of paper of various kinds was used by the railroads. Some examples: public timetables to inform passengers about train schedules, maps to advertise routes and attract freight business, employee timetables to inform crews about rules and operations, brochures to entice the public to tourist destinations served by a particular line, passes to allow guests and dignitaries free travel on trains, and many other types of paper. For paper items that were produced for the public, railroad companies gave a lot of attention to attractiveness and design. Some companies went so far as to commission artists to paint special artwork that was then reproduced on timetables, brochures, calendars, and other items. Even though some of this paper was produced in relatively large quantities, the fragile nature of paper combined with the tendency of most people to throw it away after use has resulted in some of it being rather rare. Today, many collectors seek out this paper, some specializing in particular types such as timetables or passes. They appreciate it as an means of understanding how railroads operated many years ago, as a window on travel before the age of commercial aircraft, or as artistic examples of early public relations. In fact, railroad paper seems to have recently "come of age" as a collectible, and rare examples have begun to command impressive prices at auction. Still, more common examples of railroad paper remain one of the least expensive types of railroadiana, and many collectors have gotten their start in the hobby with paper. ///////////////////////////////////////////////////////////\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ DESCRIPTION THIS LOT INCLUDES - 2 - DIFFERENT EXAMPLES, PRINTED IN VIVID AND REALISTIC COLOR ON MEDIUM WEIGHT CARDSTOCK MEASURING 13.25 x 8.5" OVERALL, AND WHEN CONSTRUCTED, RESULTS IN A FIGURAL COIN BANK REPRESENTING AN AMTRAK P42 DIESEL LOCOMOTIVE STANDING 1.75" TALL, MEASURING 8.5" LONG AND 1.25" WIDE. BOTH FEATURE AN INSET WITH SPECIFICATIONS FOR THE LOCOMOTIVE, ALONG WITH INSTRUCTIONS FOR CONSTRUCTING THE BANK. EXAMPLE # 1 NUMBERED AS LOCOMOTIVE 1 , FEATURING THE AMTRAK LOGO ON THE SIDE. A PHOTOGRAPH AT THE TOP DISPLAYS THE LOCOMOTIVE IN SERVICE, PULLING AN AMTRAK PASSENGER TRAIN, FLANKED BY TEXT READING ~ AMTRAK P42 DIESEL LOCOMOTIVE AMTRAK OPERATES MORE THAT 300 TRAIN EACH DAY ~ AT SPEEDS UP TO 150 MPH ~ TO MORE THAN 500 DESTINATIONS. AMTRAK IS AMERICA'S RAILROAD, AND CONNNECTS OUR COUNTRY IN SAFER, GREENER AND HEALTHIER WAYS. EXAMPLE # 2 NUMBERED AS LOCOMOTIVE 42 , FEATURING THE AMTRAK LOGO ON THE SIDE, ALONG WITH A VIGNETTE OF SALUTING RAILROAD WORKERS, WITH A BANNER READING ~ AMERICA'S RAILROAD ~ SAULTES OUR VETERANS . A PHOTOGRAPH AT THE TOP DISPLAYS THE ACTUAL LOCOMOTIVE, FLANKED BY TEXT READING ~ AMTRAK VETERANS LOCOMOTIVE THE AMTRAK VETERANS LOCOMOTIVE SERVES AS A COMPANY-WIDE TRIBUTE TO THE MEN AND WOMEN OF TH UNITED STATES ARMED FORCES. THE DIESEL ELECTRIC POWERED 42 LOCOMOTIVE IS THE BACKBONE OF THE AMTRAK FLEET AND IS USED IN A VARIETY OF PASSENGER SERVICES. ABLE TO REACH A TOP SPEED OF 110 MPH, THE AMTRAK VETERAN'S LOCOMOTIVE IS UTILIZED ACROSS THE AMTRAK SYSTEM AND USED FOR SPECIAL EVENTS. SHIPPED FLAT, AS SHOWN ABOUT THE AMTRAK P42 & GENISES SERIES LOCOMOTIVES The P42DC ~ GENESIS Series I ~ is the successor model to the P40DC. It has an engine output of 4,250 horsepower at 1047 rpm, or 3,550 horsepower when running in HEP mode, with a 0 kW HEP load. Traction horsepower in HEP mode decreases to a bare minimum of 2,525 horsepower when providing the full 800 kW HEP load to the train. The P42DC has a maximum speed of 110 mph, though Via Rail Canada only permits its engines to travel at a maximum speed of 100 mph. Tractive effort is rated at 280.25 of starting effort and 169 kN of continuous effort at 38 mph given wheel horsepower of 3,850 horsepower. P42DCs are used primarily on most of Amtrak's long-haul and higher-speed rail service outside the Northeast Corridor, as well as a service with speeds up to 99 mph on Via Rail's Quebec City-Windsor rail corridor when it replaced the LRC locomotives in 2001. VIA's P42DCs are known as EPA-42a and also have a third headlight above the original cluster. General Electric Genesis ~ officially trademarked GENESIS ~ is a series of passenger locomotives produced by GE Transportation Systems, a subsidiary of General Electric. Between 1992 and 2001, 321 units were built for Amtrak, Metro-North, and Via Rail. The Genesis series of locomotives was designed by General Electric in response to a specification published by Amtrak and ultimately selected over a competing design presented by GM EMD. The Genesis series are unique among current North American diesel-electric locomotives because of their low height. This height restriction allowed the locomotive to travel easily through low-profile tunnels in the Northeast Corridor. The Genesis series is lower than even the previous-generation F40PH by 14 inches (356 mm), and is the only Amtrak diesel locomotive that meets the clearance or loading gauge requirements on every Amtrak route. The GE Genesis series is unique among recently manufactured North American passenger locomotives in that it uses a single, monocoque carbody design, thus making it lighter, more aerodynamic, and more fuel efficient than its predecessors (F40PH, F59PH, P30CH, P32-BWH). However, this makes it more costly and time-consuming to maintain and repair. Amtrak is installing bolt-on nose cones on its units for easy replacement in the event of a grade crossing collision with a vehicle. As an example of the improvements over the predecessor locomotives, the Genesis is 22% more fuel-efficient than the F40PH while producing 25% more horsepower. In addition, all Genesis locomotives have four-stroke engines instead of the two-stroke engines previously used in EMD counterparts. The Genesis unit is a fully computerized locomotive which automatically controls all on-board functions, thus producing high reliability while keeping the maintenance requirements low. For example, its computers can automatically reduce the power plant's output in the event that the locomotive is overheating, or suffering from low oil pressure, low water pressure, or reduced airflow into the intakes, thus making it still operable. All Genesis engines can provide head-end power (HEP) to the train drawn from an alternator or inverter powered by the main engine at a maximum rating of 800 kilowatts (1,100 hp), making each unit capable of providing HEP for up to 16 Superliner railcars. The P40DC and P42DC power plants can supply 60-hertz head-end power either from the HEP alternator with the engine speed-locked to 900 rpm (normal mode) or from the traction alternator with the engine speed-locked to 720 rpm (standby mode). In the latter case, traction power is unavailable. The P32AC-DM powerplant does not have to be locked at a certain rpm because it utilizes an HEP inverter, which allows the prime mover to run at 1047 rpm when providing both traction power and HEP, and to idle at 620 rpm (or notch three) while still providing HEP for lighting and air-conditioning when not providing traction power. The trucks of Genesis locomotives were made by Krupp Verkehrstechnik, which has since been absorbed by Siemens Mobility; the trucks on the newest Genesis locomotives carry the Siemens name. HISTORY OF AMTRAK The National Railroad Passenger Corporation, known as Amtrak, officially began service on May 1, 1971 when Clocker no. 235 departed New York City's Penn Station at 12:05 a.m. bound for Philadelphia on Penn Central's electrified Northeast Corridor. Formed by Congress to relieve the railroads of the financial burden of providing unprofitable passenger service, Amtrak took over the operations of all but three railroads who continued their own intercity passenger train service for a period of time. They were the Rock Island Railroad, the Southern Railway, and the Denver & Rio Grande Western Railroad. The Reading Company also opted out for its runs from Philadelphia to Jersey City and Reading, as they were considered more commuter than intercity, and maintained these trains until the 1980's. In the early years of operation, Amtrak's equipment was made up of cars and engines from the railroads that signed on. Due to the dire financial straits of eastern railroads, maintenance on these cars and engines was minimal prior to acquisition by Amtrak, and most of the fleet of so called Heritage cars came from the western roads like Union Pacific, Southern Pacific and Burlington Northern. A notable exception was the fleet of stainless steel cars built for the Pennsylvania Railroad by the Budd Company at their Northeast Philadelphia Red Lion Plant. On the NEC, the PRR MP54's (aka the red cars) and Silverliners from Budd and GE held down commuter service, and motive power for locomotive hauled cars was provided by the venerable Pennsylvania GG1's, now under their third owner and in their fourth decade of service, An early Amtrak standout were the relatively new Metroliner multiple unit (or MU) cars, first conceived by the PRR and the Department of Transportation, built by the Budd Company and put into revenue service by the PC. One ofthe first orders of business for Amtrak was to purchase new cars, and they turned to the Budd Company again, ordering the first of hundreds of Amfleet cars, basically unpowered coaches and dining cars based on the Metroliner design. Amtrak currently operates over more than 22,000 route miles, mostly on the tracks of freight carriers. It owns 730 route miles, about 3% of the total nationwide, primarily the Northeast Corridor between Boston and Washington, DC, and in Michigan. These were acquired on April 1, 1976 as part of the creation of Conrail from the bankrupt Penn Central and other railroads in the Northeast. The Northeast Corridor, of which the New York to Washington DC portion was originally electrified by the Pennsylvania Railroad in the 1930's, is Amtrak's busiest route. On weekdays, Amtrak operates up to 265 trains per day, excluding commuter trains, and over 100 of these trains travel through Philadelphia. As the second busiest station in the system, Philadelphia's 30th Street Station saw over 3.7 million travelers in 2001. 30th Street is also the changeover point for long distance trains. Trains from New York City have their electric locomotives replaced by diesel engines in preparation for travel off the NEC to points in the south and west. Other Amtrak served stations in the area are North Philadelphia, Cornwells Heights and Paoli. In 2002, Amtrak's roster of equipment includes 2,188 railroad cars including 173 sleeper cars, 743 coach cars, 66 first class/business class cars, 65 dormitory/crew cars, 65 lounge/caf/dinette cars, and 83 dining cars. Baggage and Mail and Express cars make up the remainder of the fleet. Amtrak operates 436 locomotives, 360 diesel and 76 electric. Introduced in 2001, twenty Acela Express trainsets will provide high-speed rail service along the Northeast Corridor between Washington and Boston. Two of the three heavy maintenance facilities that Amtrak owns are in the area, the locomotive maintenance shops in Wilmington, DE and the car maintenance shops in Bear, DE, with maintenance also performed at Race Street Yard and Penn Coach Yard adjacent to 30th Street Station in Philadelphia. ///////////////////////////////////////////////////////////\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ PLEASE USE THE EBAY " CONTACT SELLER " FUNCTION TO CONTACT US AND RESOLVE ANY QUESTIONS BEFORE BIDDING FREE SHIPPING ON THIS ITEM TO DOMESTIC ADDRESSES ONLY INTERNATIONAL SHIPPING AVAILABLE FOR SOME ITEMS ~ CONTACT US FOR A RATE QUOTE BEFORE BIDDING

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