GE Genesis: Difference between revisions

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| powertype = [[Diesel–electric transmission|Diesel–electric]] or [[Electro-diesel locomotive|dual-mode]]
| powertype = [[Diesel–electric transmission|Diesel–electric]] or [[Electro-diesel locomotive|dual-mode]]
| image = Borealis in Welch Township, May 2024 (cropped).jpg
| image = Borealis in Welch Township, May 2024 (cropped).jpg
| caption = GE P42DC #174 on the {{lnl|Amtrak|Borealis}} in 2024
| caption = GE P42DC No. 174 on the {{lnl|Amtrak|Borealis}} in 2024
| builder = [[GE Transportation Systems]]
| builder = [[GE Transportation Systems]]
| ordernumber =  
| ordernumber =  
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| powerclass =  
| powerclass =  
| numinclass =  
| numinclass =  
| fleetnumbers = '''Amtrak''': P42DC 1-207; P32AC-DM 700-717; P40DC 800-843 <small>(15 in service, 12 sold)</small><br>'''Metro-North''': P32AC-DM 201-231<br>'''VIA Rail Canada''': P42DC 900-920<br>'''CT Rail''': P40DC 6700–6711
| fleetnumbers = '''Amtrak''': P42DC 1-207; P32AC-DM 700-717; P40DC 800-843 <br>'''Metro-North''': P32AC-DM 201-231<br>'''VIA Rail Canada''': P42DC 900-920<br>'''CT Rail''': P40DC 6700–6711
| officialname = Genesis
| officialname = Genesis
| axleloadclass =  
| axleloadclass =  
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All Genesis locomotives provide [[head-end power]] (HEP) to the train via an [[alternator]] or [[power inverter|inverter]] powered by the main engine. This system delivers a maximum output of {{convert|800|kW}}, capable of powering up to 16 [[Superliner (railcar)|Superliner railcars]]. The P40DC and P42DC models offer two HEP configurations: normal mode with the engine speed locked at 900 rpm for providing both HEP and traction power, and standby mode with the engine speed locked at 720 rpm for HEP only (no traction power). The P32AC-DM offers greater operational flexibility with its HEP inverter. The engine can run at 1,047 rpm while delivering both traction power and HEP. Additionally, it can idle at 620 rpm (notch three) while still providing HEP for lighting and air conditioning when not in use for traction.{{Citation needed|date=April 2024}}
All Genesis locomotives provide [[head-end power]] (HEP) to the train via an [[alternator]] or [[power inverter|inverter]] powered by the main engine. This system delivers a maximum output of {{convert|800|kW}}, capable of powering up to 16 [[Superliner (railcar)|Superliner railcars]]. The P40DC and P42DC models offer two HEP configurations: normal mode with the engine speed locked at 900 rpm for providing both HEP and traction power, and standby mode with the engine speed locked at 720 rpm for HEP only (no traction power). The P32AC-DM offers greater operational flexibility with its HEP inverter. The engine can run at 1,047 rpm while delivering both traction power and HEP. Additionally, it can idle at 620 rpm (notch three) while still providing HEP for lighting and air conditioning when not in use for traction.{{Citation needed|date=April 2024}}


The Genesis uses trucks manufactured by [[Krupp Verkehrstechnik]] [[:de:Lokomotiv-_und_Waggonbaufabrik_Krupp|[de]]], which has since been acquired by [[Siemens Mobility]]. Newer Genesis locomotives reflect this change and carry the Siemens name.{{Citation needed|date=April 2024}}
The Genesis uses trucks manufactured by [[Maschinenbau Kiel|Krupp Verkehrstechnik]] [[:de:Lokomotiv-_und_Waggonbaufabrik_Krupp|[de]]], which has since been acquired by [[Siemens Mobility]]. Newer Genesis locomotives reflect this change and carry the Siemens name.{{Citation needed|date=April 2024}}


==Models==
==Models==
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===P40DC===
===P40DC===
[[File:New Jersey Transit GE P40DC 4800.jpg|thumb|left|New Jersey Transit #4800 on the Raritan Valley Line in 2008]]
[[File:New Jersey Transit GE P40DC 4800.jpg|thumb|left|New Jersey Transit No. 4800 on the Raritan Valley Line in 2008]]
The '''P40DC''' (''GENESIS Series I'')<ref>P40DC Builders Plate https://www.flickr.com/photos/davidfullarton/4412331923/</ref> or Dash 8-40BP (originally known as the '''AMD-103''' or '''A'''mtrak '''M'''onocoque '''D'''iesel - '''103'''MPH) is the first model in the Genesis series, built in 1993.<ref>{{Cite magazine |date=August 1993 |title=Make way for the Genesis Series |magazine=[[Trains (magazine)|Trains]] |volume=53}}</ref> The locomotive operates in a [[Diesel–electric transmission|diesel-electric]] configuration that uses [[direct current|DC]] to power the [[traction motor]]s, producing {{convert|4000|hp|lk=in|sigfig=3}} at 1047 rpm. Power output to the traction motors is {{convert|3550|hp|abbr=on}} when running in HEP mode (900 rpm) with a 0&nbsp;kW HEP load. Traction power in HEP mode decreases to {{convert|2525|hp|sigfig=3}} when providing the maximum {{convert|800|kW|abbr=on}} HEP load to the train. The P40DC is geared for a maximum speed of {{convert|103|mph}}. The P40DC was succeeded in 1996 by the P42DC.
The '''P40DC''' (''GENESIS Series I'')<ref>P40DC Builders Plate https://www.flickr.com/photos/davidfullarton/4412331923/</ref> or Dash 8-40BP (originally known as the '''AMD-103''' or '''A'''mtrak '''M'''onocoque '''D'''iesel - '''103'''MPH) is the first model in the Genesis series, built in 1993.<ref>{{Cite magazine |date=August 1993 |title=Make way for the Genesis Series |magazine=[[Trains (magazine)|Trains]] |volume=53}}</ref> The locomotive operates in a [[Diesel–electric transmission|diesel-electric]] configuration that uses [[direct current|DC]] to power the [[traction motor]]s, producing {{convert|4000|hp|lk=in|sigfig=3}} at 1047 rpm. Power output to the traction motors is {{convert|3550|hp|abbr=on}} when running in HEP mode (900 rpm) with a 0&nbsp;kW HEP load. Traction power in HEP mode decreases to {{convert|2525|hp|sigfig=3}} when providing the maximum {{convert|800|kW|abbr=on}} HEP load to the train. The P40DC is geared for a maximum speed of {{convert|103|mph}}. The P40DC was succeeded in 1996 by the P42DC.


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Both the P40DC and P42DC allowed Amtrak to operate heavy long-distance trains with fewer locomotives compared to the older [[EMD F40PH]] locomotives; two P40DCs could do the same work as three F40PHs.
Both the P40DC and P42DC allowed Amtrak to operate heavy long-distance trains with fewer locomotives compared to the older [[EMD F40PH]] locomotives; two P40DCs could do the same work as three F40PHs.


Additional deliveries of the P42DC ended up replacing the P40DCs. Three units were prematurely wrecked (819 in the [[1993 Big Bayou Canot train wreck]], 807 and 829 in the [[1999 Bourbonnais, Illinois, train crash]]) and scrapped. Eight were leased and later sold to the [[Connecticut Department of Transportation|Connecticut DOT]] for [[Shore Line East]] in 2005, and four were rebuilt and sold to [[NJ Transit Rail Operations|New Jersey Transit]] in 2007; NJ Transit sold its units to ConnDOT in 2015. The remaining 28 units were placed out-of-service for many years. 15 of these units were rebuilt using 2009 [[American Recovery and Reinvestment Act of 2009|ARRA]] stimulus funds and returned to service, now in the Phase V livery, except for 822, which is painted in [[Amtrak paint schemes#Phase III|Phase III]] [[Heritage unit|Heritage]] livery for Amtrak's 40th Anniversary.<ref name="Storage">{{Cite web|url=http://on-track-on-line.com/amtkrinf-p40store.shtml|title=On Track On Line - Stored, Sold and Leased P40s|website=on-track-on-line.com}}</ref>{{self-published source|date=May 2025}} The units that were not rebuilt or sold have since been scrapped.
Additional deliveries of the P42DC ended up replacing the P40DCs. Three units were prematurely wrecked (819 in the [[1993 Big Bayou Canot train wreck]], 807 and 829 in the [[1999 Bourbonnais, Illinois, train crash]]) and scrapped. Eight were leased and later sold to the [[Connecticut Department of Transportation|Connecticut DOT]] for [[Shore Line East]] in 2005, and four were rebuilt and sold to [[NJ Transit Rail Operations|New Jersey Transit]] in 2007; NJ Transit sold its units to ConnDOT in 2015. The remaining 28 units were placed out-of-service for many years. 15 of these units were rebuilt using 2009 [[American Recovery and Reinvestment Act of 2009|ARRA]] stimulus funds and returned to service, now in the Phase V livery, except for 822, which is painted in [[Amtrak paint schemes#Phase III|Phase III]] [[Heritage unit|Heritage]] livery for Amtrak's 40th Anniversary.<ref name="Storage">{{Cite web|url=http://on-track-on-line.com/amtkrinf-p40store.shtml|title=On Track On Line - Stored, Sold and Leased P40s|website=on-track-on-line.com}}</ref>{{self-published source|date=May 2025}} <!-- The remaining Amtrak P40DCs were retired in August 2025 upon delivery of additional Siemens ALC-42 locomotives. -->


In January 2018, ConnDOT awarded a contract to Amtrak to overhaul their twelve P40DC locomotives at the [[Beech Grove Shops]].<ref>{{Cite web |url=https://biznet.ct.gov/SCP_Documents/Results/19607/Contract%20Award%20Posted%205-25-18.pdf |title=Notice of Contract Award |date=April 25, 2018 |publisher=Connecticut Department of Transportation}}</ref> The first unit was completed in early 2021.<ref>{{cite news |url=https://www.trains.com/trn/news-reviews/news-wire/news-photo-first-cdot-p40-rebuild-debuts/ |title=News Photo: First CDOT P40 rebuild debuts |newspaper=Trains News Wire |date=March 8, 2021}}</ref> With the introduction of M8 EMU trains for Shore Line East service, the rebuilt P40DCs will be exclusively used on the [[Hartford Line]].
In January 2018, ConnDOT awarded a contract to Amtrak to overhaul their twelve P40DC locomotives at the [[Beech Grove Shops]].<ref>{{Cite web |url=https://biznet.ct.gov/SCP_Documents/Results/19607/Contract%20Award%20Posted%205-25-18.pdf |title=Notice of Contract Award |date=April 25, 2018 |publisher=Connecticut Department of Transportation}}</ref> The first unit was completed in early 2021.<ref>{{cite news |url=https://www.trains.com/trn/news-reviews/news-wire/news-photo-first-cdot-p40-rebuild-debuts/ |title=News Photo: First CDOT P40 rebuild debuts |newspaper=Trains News Wire |date=March 8, 2021}}</ref> With the introduction of [[M8 (railcar)|M8 EMU trains]] for Shore Line East service, the rebuilt P40DCs are now exclusively used on the [[Hartford Line]].


====Upgraded and "Stimulus" P40DCs====
====Upgraded and "Stimulus" P40DCs====
By 2007, New Jersey Transit had upgraded their P40DC units with updated prime movers to match the {{convert|4250|hp}} of the successor P42DC.<ref>{{cite web|url=http://rrpicturearchives.net/showPicture.aspx?id=878935 |title=NJT 808 |author=Donald Albertson |date=September 13, 2007 |publisher=rrpicturearchives.net |access-date=September 27, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20110716051936/http://rrpicturearchives.net/showPicture.aspx?id=878935 |archive-date=July 16, 2011 }}</ref> This was done by readjusting the position of the lay shafts within the prime mover.{{Citation needed|date=October 2017}}
By 2007, New Jersey Transit had upgraded their P40DC units with updated prime movers to match the {{convert|4250|hp}} of the successor P42DC.<ref>{{cite web|url=http://rrpicturearchives.net/showPicture.aspx?id=878935 |title=NJT 808 |author=Donald Albertson |date=September 13, 2007 |publisher=rrpicturearchives.net |access-date=September 27, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20110716051936/http://rrpicturearchives.net/showPicture.aspx?id=878935 |archive-date=July 16, 2011 }}</ref> This was done by readjusting the position of the lay shafts within the prime mover.{{Citation needed|date=October 2017}}


Amtrak returned 15 of their P40DC units to service as part of a project funded through the [[American Recovery and Reinvestment Act of 2009]].<ref>http://www.amtrak.com/pdf/ARRA/Amtrak-ARRA_Project-Summary-FY-09.pdf Amtrak ARRAProject List</ref> The first of the units were returned to service in March 2010 after being overhauled at the [[Beech Grove Shops]]. They were upgraded like NJT's units had been a few years before to have {{convert|4250|hp|abbr=on}} and match the P42DC's maximum speed of {{convert|110|mph|sigfig=3|abbr=on}}. They also received updated [[Cab signalling|cab signaling]] systems. The upgraded locomotives still have mechanical [[Railway air brake|air brakes]], which makes them most suitable for trains that only require a single locomotive. This differs from the electronic air brakes on the P42DC and P32AC-DM.<ref name="trains-oct-2010">{{cite magazine|title=Beech Grove to the Rescue|magazine=[[Trains (magazine)|Trains]]|date=October 2010|author=Bob Johnston|volume=70|issue=10|pages=48–53}}</ref> They also feature a [[builder's plate]] indicating that they were rebuilt under the auspices of the [[American Recovery and Reinvestment Act of 2009|TIGER]] stimulus program.
Amtrak returned 15 of their P40DC units to service as part of a project funded through the [[American Recovery and Reinvestment Act of 2009|TIGER program, a.k.a. the American Recovery and Reinvestment Act of 2009]].<ref>http://www.amtrak.com/pdf/ARRA/Amtrak-ARRA_Project-Summary-FY-09.pdf Amtrak ARRAProject List</ref> The first of the units were returned to service in March 2010 after being overhauled at the [[Beech Grove Shops]]. They were upgraded like NJT's units had been a few years before to have {{convert|4250|hp|abbr=on}} and match the P42DC's maximum speed of {{convert|110|mph|sigfig=3|abbr=on}}. They also received updated [[Cab signalling|cab signaling]] systems. The upgraded locomotives still had mechanical [[Railway air brake|air brakes]], which makes them most suitable for trains that only require a single locomotive. This differs from the electronic air brakes on the P42DC and P32AC-DM.<ref name="trains-oct-2010">{{cite magazine|title=Beech Grove to the Rescue|magazine=[[Trains (magazine)|Trains]]|date=October 2010|author=Bob Johnston|volume=70|issue=10|pages=48–53}}</ref> They also featured a [[builder's plate]] indicating that they were rebuilt under the auspices of the [[American Recovery and Reinvestment Act of 2009|TIGER]] stimulus program.


{{Clear left}}
{{Clear left}}


===P42DC===
===P42DC===
[[File:174AM.jpg|thumb|left|Amtrak P42DC #174 on the {{lnl|Amtrak|Winter Park Express}}]]
[[File:Amtrak Capitol Limited Point of Rocks MD 2016-01-03 (cropped).jpg|thumb|left|Amtrak P42DC No. 39 on the {{lnl|Amtrak|Capitol Limited}}]]


The '''P42DC''' (''GENESIS Series I'')<ref>P42 Builders Plate https://www.flickr.com/photos/76498245@N05/6871547365/in/photostream</ref> is the successor model to the P40DC. It has an engine output of {{convert|4250|hp|lk=in|sigfig=3}} at 1,047 rpm, or {{convert|3550|hp|sigfig=3}} when running in HEP mode (900 rpm) with a 0&nbsp;kW HEP load. As with the P40DC, traction horsepower in HEP mode decreases to {{convert|2525|hp|sigfig=3}} when providing the full 800 kW HEP load to the train.
The '''P42DC''' (''GENESIS Series I'')<ref>P42 Builders Plate https://www.flickr.com/photos/76498245@N05/6871547365/in/photostream</ref> is the successor model to the P40DC. It has an engine output of {{convert|4250|hp|lk=in|sigfig=3}} at 1,047 rpm, or {{convert|3550|hp|sigfig=3}} when running in HEP mode (900 rpm) with a 0&nbsp;kW HEP load. As with the P40DC, traction horsepower in HEP mode decreases to {{convert|2525|hp|sigfig=3}} when providing the full 800 kW HEP load to the train.
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P42DCs are used primarily on most of [[Amtrak]]'s long-haul and [[higher-speed rail]] service outside the [[Northeast Corridor|Northeast]] and lower [[Empire Corridor|Empire]] Corridors. They will be replaced on long-distance service by 125 [[Siemens Charger|Siemens ALC-42 Charger]] locomotives between 2021 and 2024, but will remain in service on shorter corridor trains.<ref>{{cite press release |url=https://media.amtrak.com/2018/12/amtrak-to-improve-national-network-with-new-locomotives/ |title=Amtrak to Improve National Network with New Locomotives |date=December 21, 2018 |publisher=Amtrak |access-date=February 3, 2020 |archive-date=January 26, 2021 |archive-url=https://web.archive.org/web/20210126125526/https://media.amtrak.com/2018/12/amtrak-to-improve-national-network-with-new-locomotives/ |url-status=dead }}</ref>
P42DCs are used primarily on most of [[Amtrak]]'s long-haul and [[higher-speed rail]] service outside the [[Northeast Corridor|Northeast]] and lower [[Empire Corridor|Empire]] Corridors. They will be replaced on long-distance service by 125 [[Siemens Charger|Siemens ALC-42 Charger]] locomotives between 2021 and 2024, but will remain in service on shorter corridor trains.<ref>{{cite press release |url=https://media.amtrak.com/2018/12/amtrak-to-improve-national-network-with-new-locomotives/ |title=Amtrak to Improve National Network with New Locomotives |date=December 21, 2018 |publisher=Amtrak |access-date=February 3, 2020 |archive-date=January 26, 2021 |archive-url=https://web.archive.org/web/20210126125526/https://media.amtrak.com/2018/12/amtrak-to-improve-national-network-with-new-locomotives/ |url-status=dead }}</ref>


[[Via Rail]] Canada has utilized P42DC locomotives since 2001, when they replaced the [[LRC (train)|LRC]] locomotives that year. They are currently on services with speeds up to {{convert|100|mph|abbr=on|sigfig=3}}, mainly on the [[Quebec City–Windsor Corridor|Quebec City-Windsor]] rail corridor.<ref>{{Cite web|url=https://corpo.viarail.ca/en/projects-infrastructure/train-fleet/locomotives-p42dc|title=Locomotives - P42DC &#124; VIA Rail|website=corpo.viarail.ca}}</ref>
[[Via Rail]] Canada has also utilized P42DC (Also designated as EPA-42as) since 2001. The P42DCs replaced the [[LRC (train)|LRC]] locomotives that same year. They are currently on services with speeds up to {{convert|100|mph|abbr=on|sigfig=3}}, mainly on the [[Quebec City–Windsor Corridor|Quebec City-Windsor]] rail corridor.<ref>{{Cite web|url=https://corpo.viarail.ca/en/projects-infrastructure/train-fleet/locomotives-p42dc|title=Locomotives - P42DC &#124; VIA Rail|website=corpo.viarail.ca}}</ref>  


====P42C====
====P42C====
[[File:P42C 9700.jpg|thumb|left|P42C No. 9700 (Ex. P42DC No. 184) at New York Penn Station]]
The P42C is a [[Control car|Non-Powered Control Unit]] (cab car) converted by Amtrak from retired P42DC locomotives, with the first one converted in 2024. These retain their internal components for weight purposes.<ref>{{cite news |url=https://www.trains.com/trn/railroads/locomotives/amtrak-npcu-cabbage-locomotives/ |title=Amtrak NPCU 'Cabbage' locomotives |last=Guss |first=Chris| date=November 4, 2024 |access-date=February 3, 2025 |newspaper=Trains Magazine}}</ref> Amtrak plans to eventually convert 18 Genesis locomotives into P42Cs. The first of these, numbered 9700 (ex-184), entered service in June 2025.<ref>{{cite news |url=https://www.trains.com/trn/news-reviews/news-wire/news-photo-amtrak-now-using-converted-p42-as-cab-car/ |title=News photo: Amtrak now using converted P42 as cab car |first=Bob |last=Johnston |date=June 25, 2025 |newspaper=Trains News Wire |access-date=June 26, 2025}}</ref>
The P42C is a [[Control car|Non-Powered Control Unit]] (cab car) converted by Amtrak from retired P42DC locomotives, with the first one converted in 2024. These retain their internal components for weight purposes.<ref>{{cite news |url=https://www.trains.com/trn/railroads/locomotives/amtrak-npcu-cabbage-locomotives/ |title=Amtrak NPCU 'Cabbage' locomotives |last=Guss |first=Chris| date=November 4, 2024 |access-date=February 3, 2025 |newspaper=Trains Magazine}}</ref> Amtrak plans to eventually convert 18 Genesis locomotives into P42Cs. The first of these, numbered 9700 (ex-184), entered service in June 2025.<ref>{{cite news |url=https://www.trains.com/trn/news-reviews/news-wire/news-photo-amtrak-now-using-converted-p42-as-cab-car/ |title=News photo: Amtrak now using converted P42 as cab car |first=Bob |last=Johnston |date=June 25, 2025 |newspaper=Trains News Wire |access-date=June 26, 2025}}</ref>


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===P32AC-DM===
===P32AC-DM===
[[File:MTA Metro North P32AC-DM 207.jpg|thumb|left|Metro-North P32AC-DM #207 at [[Harlem–125th Street station]] in 2007]]
[[File:MTA Metro North P32AC-DM 207.jpg|thumb|left|Metro-North P32AC-DM No. 207 at [[Harlem–125th Street station]] in 2007]]
The '''P32AC-DM''' (''GENESIS Series II'', short for "Passenger, {{cvt|3200|hp|kW}}, Alternating Current, Dual Mode")<ref>P32 Builders Plate https://www.flickr.com/photos/blazer8696/4984725506/</ref> was developed for both [[Amtrak]] and [[Metro-North Railroad|Metro-North]]. They can operate on power generated either by the on-board [[Prime mover (locomotive)|diesel prime mover]] or power collected from a [[third rail]] [[railway electrification system|electrification system]] at 750 volts [[direct current]]; the third-rail shoes are used on the over-running third-rail into Penn Station for Amtrak units and the under-running third-rail into Grand Central Terminal for Metro-North. The P32AC-DM is rated at {{convert|3200|hp|lk=in|sigfig=3}}, {{convert|2900|hp|lk=in|sigfig=3}} when supplying HEP, and is geared for a maximum speed of {{convert|110|mph|abbr=on|sigfig=3}}. Tractive effort is rated at {{convert|275.8|kN|lbf|abbr=on|sigfig=3}} of starting effort from zero to {{cvt|14|mph}} and {{convert|113.43|kN|lbf|abbr=on|sigfig=3}} of continuous effort at {{cvt|40|mph}} given wheel power of {{convert|2700|hp|sigfig=3}}.<ref name="Page 29"/>
The '''P32AC-DM''' (''GENESIS Series 2'',<ref>{{cite web|url=https://www.flickr.com/photos/blazer8696/4984725506/|title=Genesis Builders Plate}}</ref> short for "Passenger, {{cvt|3200|hp|kW}}, Alternating Current, Dual Mode")<ref name="RapidoTrains1">{{cite web|url=https://rapidotrains.com/p32-masterclass|title=P32 Masterclass|website=Rapido Trains Inc.}}</ref> was developed for both [[Amtrak]] and [[Metro-North Railroad|Metro-North]]. They can be powered either by their [[Prime mover (locomotive)|diesel prime mover]] or for a short duration via electricity from a 750 volt [[third rail]]. The third rail shoes are used on the over-running third rail into Penn Station for Amtrak units and the under-running third rail into Grand Central Terminal for Metro-North. The P32AC-DM is rated at {{convert|3200|hp|lk=in|sigfig=3}}, {{convert|2900|hp|lk=in|sigfig=3}} when supplying HEP, and is geared for a maximum speed of {{convert|110|mph|abbr=on|sigfig=3}}. Tractive effort is rated at {{convert|275.8|kN|lbf|abbr=on|sigfig=3}} of starting effort from zero to {{cvt|14|mph}} and {{convert|113.43|kN|lbf|abbr=on|sigfig=3}} of continuous effort at {{cvt|40|mph}} given wheel power of {{convert|2700|hp|sigfig=3}}.<ref name="Page 29"/>


The P32AC-DM is unique as it is equipped with GE's GEB15 AC (alternating current) [[traction motor]]s, rather than DC (direct current) motors as used in the other subtypes.<ref>{{cite book
Unlike the other Genesis variants, the P32AC-DM uses AC (alternating current) [[traction motor]]s rather than DC (direct current) motors, and has a smaller 12-cylinder prime mover instead of a 16-cylinder.<ref>{{cite book
|url=https://books.google.com/books?id=bVEhihy7tKEC&q=ac+traction+motors+genesis&pg=PA160
|url=https://books.google.com/books?id=bVEhihy7tKEC&q=ac+traction+motors+genesis&pg=PA160
|title=American Diesel Locomotives
|title=American Diesel Locomotives
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|year=2000
|year=2000
|access-date=September 25, 2008
|access-date=September 25, 2008
}}</ref> It is also only one of two modern American [[Electro-diesel locomotive|electro-diesel]] locomotives with third-rail capability, along with the EMD [[EMD DE30AC and DM30AC|DM30AC]] operated by the [[Long Island Rail Road]]. This excludes the [[NJ Transit Rail Operations|NJ Transit]] and [[Exo (public transit)|Exo's]] [[Bombardier Transportation|Bombardier]] [[ALP-45DP]] electro-diesel locomotives, as they can only operate from [[Overhead line|overhead catenary electrification]].
}}</ref><ref name="RapidoTrains1" />


The P32AC-DM is only used on services operating north from [[New York City]], where diesel emissions through its two fully enclosed main terminal stations are prohibited. Amtrak rosters 18 P32AC-DM locomotives and uses them for its ''[[Empire Service]]'', ''[[Ethan Allen Express]]'', ''[[Lake Shore Limited]]'' (New York section), ''[[Adirondack (train)|Adirondack]]'', and ''[[Maple Leaf (train)|Maple Leaf]]'' services, all of which travel to [[Pennsylvania Station (New York City)|New York Penn Station]]. Metro-North rosters 31 P32AC-DM locomotives on push-pull trains to [[Grand Central Terminal]]; four are owned by the [[Connecticut Department of Transportation]]. The Metro-North and ConnDOT fleet of P32AC-DM locomotives will be replaced in 2025–2027 by new Siemens SC-42DM Charger locomotives.<ref name=":0">{{Cite press release |title=MTA Unveils New Modern Metro-North Locomotives |url=https://new.mta.info/press-release/mta-unveils-new-modern-metro-north-locomotives |date=November 1, 2024 |publisher=Metro-North Railroad}}</ref><ref>{{Cite web |url=https://new.mta.info/document/25251 |pages=128–132 |title=Joint Metro-North and Long Island Committees Meeting |publisher=Metropolitan Transportation Authority |date=December 2020}}</ref><ref>{{Cite news |date=December 14, 2020 |title=Metro-North set to buy dual-mode locomotives from Siemens |url=https://trn.trains.com/news/news-wire/2020/12/14-digest-metro-north-set-to-buy-dual-mode-locomotives-from-siemens |newspaper=Trains Magazine |access-date=February 1, 2021 |archive-date=January 31, 2021 |archive-url=https://web.archive.org/web/20210131115818/https://trn.trains.com/news/news-wire/2020/12/14-digest-metro-north-set-to-buy-dual-mode-locomotives-from-siemens |url-status=dead }}</ref><ref>{{Cite web |title=Metro-North Railroad Procurements |url=https://new.mta.info/document/113916 |date=June 20, 2023 |publisher=Metropolitan Transportation Authority}}</ref>
The P32AC-DM is only used on services operating north from [[New York City]], where diesel emissions through its two fully enclosed main terminal stations are prohibited. Third rail use is limited; it can only be used for about 10 minutes due to thermal limitations.<ref>{{cite web|url=https://assets.metrolinx.com/image/upload/Documents/Metrolinx/Appendix4.pdf|title=Appendix 4 Rolling Stock Technology Assessment|publisher=Metrolinx|date=October 2010|access-date=October 1, 2025|quote=Further, only the LIRR DM30AC locomotives have thermal ratings that allow them to operate continuously in electric mode; the Amtrak and MNR P32DM‐AC (sic) locomotives have short‐term ratings that limit their use to about 10 minutes of operation to and from the electrified tunnels of New York.|quote-page=17}}</ref>  Metro-North's P32AC-DM's only use electric mode in the 4 miles of tunnel leading to [[Grand Central Terminal]], and use diesel elsewhere even if third rail is available, unlike their Siemens [[SC-42DM]] intended replacements, which will use electric mode everywhere third rail is available.<ref name="MTA_PR_20241101">{{cite press release|url=https://www.mta.info/press-release/mta-unveils-new-modern-metro-north-locomotives|title=MTA Unveils New Modern Metro-North Locomotives|date=Nov 1, 2024|access-date=October 1, 2025|publisher=Metro-North Railroad}}</ref>
 
Amtrak rosters 18 P32AC-DM locomotives and uses them for its ''[[Empire Service]]'', ''[[Ethan Allen Express]]'', ''[[Lake Shore Limited]]'' (New York section),{{cn|date=October 2025}} ''[[Adirondack (train)|Adirondack]]'', and ''[[Maple Leaf (train)|Maple Leaf]]'' services, all of which travel to [[Pennsylvania Station (New York City)|New York Penn Station]].<ref name="vat">{{Cite web |last=Vermont Agency of Transportation |author-link=Vermont Agency of Transportation |date=January 2010 |title=Passenger Rail Equipment Options for the Amtrak Vermonter and Ethan Allen Express |url=http://www.leg.state.vt.us/reports/2010ExternalReports/253921.pdf |access-date=December 29, 2014 |website=Vermont Legislature}}</ref><ref>{{cite web|url=https://rapidotrains.com/media/pdf/85%20-%20P32AC-DM%20Locomotive%20WEB.pdf|title=P32AC-DM Locomotive HO Scale}}</ref><ref>{{cite web|url=https://www.trains.com/pro/mechanical/passenger-cars/12-amtrak-unveils-phase-iii-scheme-on-ge-p32ac-dm-repaint/|title=Amtrak confirms ‘Phase III’ scheme for ‘Empire Service’ locomotives|first=Chase|last=Gunnoe|date=January 12, 2016|access-date=October 2, 2025|website=Trains Newswire}}</ref> Metro-North rosters 31 P32AC-DM locomotives on push-pull trains to [[Grand Central Terminal]]; four are owned by the [[Connecticut Department of Transportation]]. The Metro-North and ConnDOT fleet of P32AC-DM locomotives will be replaced in 2025–2027 by new Siemens SC-42DM Charger locomotives.<ref name=MTA_PR_20241101 /><ref>{{Cite web |url=https://new.mta.info/document/25251 |pages=128–132 |title=Joint Metro-North and Long Island Committees Meeting |publisher=Metropolitan Transportation Authority |date=December 2020}}</ref><ref>{{Cite news |date=December 14, 2020 |title=Metro-North set to buy dual-mode locomotives from Siemens |url=https://trn.trains.com/news/news-wire/2020/12/14-digest-metro-north-set-to-buy-dual-mode-locomotives-from-siemens |newspaper=Trains Magazine |access-date=February 1, 2021 |archive-date=January 31, 2021 |archive-url=https://web.archive.org/web/20210131115818/https://trn.trains.com/news/news-wire/2020/12/14-digest-metro-north-set-to-buy-dual-mode-locomotives-from-siemens |url-status=dead }}</ref><ref>{{Cite web |title=Metro-North Railroad Procurements |url=https://new.mta.info/document/113916 |date=June 20, 2023 |publisher=Metropolitan Transportation Authority}}</ref>


== Original owners ==
== Original owners ==
Line 158: Line 161:
! Railroad !! Model !! Quantity !! Road numbers !! Notes
! Railroad !! Model !! Quantity !! Road numbers !! Notes
|-
|-
| rowspan="3" | [[Amtrak]] || P40DC || 44 || 800–843 || 15 units upgraded to P42DC specifications.
| rowspan="3" | [[Amtrak]] || P40DC || 44 || 800–843 || 15 units upgraded to P42DC specifications. To be replaced by new [[Siemens Charger|ALC-42 Siemens Charger locomotives]].
|-
|-
| P42DC || 207 || 1–207 || To be replaced by 125 new [[Siemens Charger|ALC-42 Siemens Charger locomotives]].
| P42DC || 207 || 1–207 || To be replaced by 125 new [[Siemens Charger|ALC-42 Siemens Charger locomotives]].
Line 164: Line 167:
| {{nowrap|P32AC-DM}} || 18 || 700–717 || Dual mode for operation on the Empire Connection into New York Penn.
| {{nowrap|P32AC-DM}} || 18 || 700–717 || Dual mode for operation on the Empire Connection into New York Penn.
|-
|-
| [[Metro-North Railroad]] || {{nowrap|P32AC-DM}} || 31 || 201–231 || Dual mode for operation into Grand Central Terminal. 228–231 owned by [[Connecticut Department of Transportation|CTDOT]]. To be replaced by Siemens Charger units<ref name=":0" />
| [[Metro-North Railroad]] || {{nowrap|P32AC-DM}} || 31 || 201–231 || Dual mode for operation into Grand Central Terminal. 228–231 owned by [[Connecticut Department of Transportation|CTDOT]]. To be replaced by 32 new [[Siemens Charger|SC-42DM Siemens Charger locomotives]].<ref name="MTA_PR_20241101" />
|-
|-
| [[Via Rail]] || P42DC || 21 || 900–920 ||  
| [[Via Rail]] || P42DC || 21 || 900–920 || To be replaced by 32 new [[Siemens Charger|SCV-42 Siemens Charger locomotives]].
|}
|}


Latest revision as of 02:50, 16 December 2025

Template:Short description Template:Use mdy dates Script error: No such module "Unsubst". Script error: No such module "Infobox".Template:Template otherScript error: No such module "Check for unknown parameters".

The GE Genesis (officially trademarked GENESIS[1]) is a series of passenger diesel locomotives built by GE Transportation for Amtrak, Metro-North, and Via Rail between 1992 and 2001. A total of 321 units were produced.

Designed to meet Amtrak's specifications, the Genesis series is Script error: No such module "convert". tall. This allows for easier travel through low-clearance tunnels in the Northeast Corridor, especially compared to the earlier EMD F40PH which was Script error: No such module "convert". taller.

Technical design

The GE Genesis series stands out for its unique, lightweight monocoque carbody design, styled by industrial designer Cesar Vergara.[2] This innovative approach translates to improved aerodynamics and fuel efficiency compared to its predecessors.[3] However, the complexity of the monocoque design results in slightly higher maintenance and repair costs. Notably, Amtrak equips its Genesis locomotives with bolt-on nose cones to facilitate rapid repairs in the event of a grade crossing collision.Script error: No such module "Unsubst".

The Genesis represents a significant leap forward in performance. It boasts a 22% improvement in fuel efficiency and delivers 25% more power compared to the F40PH.[4] Furthermore, all Genesis locomotives utilize modern, four-stroke engines, surpassing the two-stroke technology employed in earlier EMD counterparts.Script error: No such module "Unsubst".

Further enhancing reliability, the Genesis is a fully computerized locomotive. Its onboard computer systems automatically manage various functions, including real-time adjustments to engine output in response to overheating, low oil pressure, or reduced airflow intake. This ensures continued operation during minor operational deviations, streamlining maintenance requirements.[4]

All Genesis locomotives provide head-end power (HEP) to the train via an alternator or inverter powered by the main engine. This system delivers a maximum output of Script error: No such module "convert"., capable of powering up to 16 Superliner railcars. The P40DC and P42DC models offer two HEP configurations: normal mode with the engine speed locked at 900 rpm for providing both HEP and traction power, and standby mode with the engine speed locked at 720 rpm for HEP only (no traction power). The P32AC-DM offers greater operational flexibility with its HEP inverter. The engine can run at 1,047 rpm while delivering both traction power and HEP. Additionally, it can idle at 620 rpm (notch three) while still providing HEP for lighting and air conditioning when not in use for traction.Script error: No such module "Unsubst".

The Genesis uses trucks manufactured by Krupp Verkehrstechnik [de], which has since been acquired by Siemens Mobility. Newer Genesis locomotives reflect this change and carry the Siemens name.Script error: No such module "Unsubst".

Models

Three models of Genesis were built by General Electric, the P40DC, P42DC, and P32AC-DM.

P40DC

File:New Jersey Transit GE P40DC 4800.jpg
New Jersey Transit No. 4800 on the Raritan Valley Line in 2008

The P40DC (GENESIS Series I)[5] or Dash 8-40BP (originally known as the AMD-103 or Amtrak Monocoque Diesel - 103MPH) is the first model in the Genesis series, built in 1993.[6] The locomotive operates in a diesel-electric configuration that uses DC to power the traction motors, producing Script error: No such module "convert". at 1047 rpm. Power output to the traction motors is Script error: No such module "convert". when running in HEP mode (900 rpm) with a 0 kW HEP load. Traction power in HEP mode decreases to Script error: No such module "convert". when providing the maximum Script error: No such module "convert". HEP load to the train. The P40DC is geared for a maximum speed of Script error: No such module "convert".. The P40DC was succeeded in 1996 by the P42DC.

A feature unique to the P40DC and P32AC-DM is a hostler stand at the rear of the locomotive providing increased visibility and reversing capabilities to the engineer while conducting reverse operations. When a unit is in operation from this stand it is limited to Script error: No such module "convert". and a dead man's switch protects against movement without an operator being present. Another unique feature to the original P40DC were the two strobes above the cab and an emergency flasher between the strobes. When they were overhauled, those features were removed.[4]

Both the P40DC and P42DC allowed Amtrak to operate heavy long-distance trains with fewer locomotives compared to the older EMD F40PH locomotives; two P40DCs could do the same work as three F40PHs.

Additional deliveries of the P42DC ended up replacing the P40DCs. Three units were prematurely wrecked (819 in the 1993 Big Bayou Canot train wreck, 807 and 829 in the 1999 Bourbonnais, Illinois, train crash) and scrapped. Eight were leased and later sold to the Connecticut DOT for Shore Line East in 2005, and four were rebuilt and sold to New Jersey Transit in 2007; NJ Transit sold its units to ConnDOT in 2015. The remaining 28 units were placed out-of-service for many years. 15 of these units were rebuilt using 2009 ARRA stimulus funds and returned to service, now in the Phase V livery, except for 822, which is painted in Phase III Heritage livery for Amtrak's 40th Anniversary.[7]Template:Self-published source

In January 2018, ConnDOT awarded a contract to Amtrak to overhaul their twelve P40DC locomotives at the Beech Grove Shops.[8] The first unit was completed in early 2021.[9] With the introduction of M8 EMU trains for Shore Line East service, the rebuilt P40DCs are now exclusively used on the Hartford Line.

Upgraded and "Stimulus" P40DCs

By 2007, New Jersey Transit had upgraded their P40DC units with updated prime movers to match the Script error: No such module "convert". of the successor P42DC.[10] This was done by readjusting the position of the lay shafts within the prime mover.Script error: No such module "Unsubst".

Amtrak returned 15 of their P40DC units to service as part of a project funded through the TIGER program, a.k.a. the American Recovery and Reinvestment Act of 2009.[11] The first of the units were returned to service in March 2010 after being overhauled at the Beech Grove Shops. They were upgraded like NJT's units had been a few years before to have Script error: No such module "convert". and match the P42DC's maximum speed of Script error: No such module "convert".. They also received updated cab signaling systems. The upgraded locomotives still had mechanical air brakes, which makes them most suitable for trains that only require a single locomotive. This differs from the electronic air brakes on the P42DC and P32AC-DM.[12] They also featured a builder's plate indicating that they were rebuilt under the auspices of the TIGER stimulus program.

P42DC

File:Amtrak Capitol Limited Point of Rocks MD 2016-01-03 (cropped).jpg
Amtrak P42DC No. 39 on the Template:Lnl

The P42DC (GENESIS Series I)[13] is the successor model to the P40DC. It has an engine output of Script error: No such module "convert". at 1,047 rpm, or Script error: No such module "convert". when running in HEP mode (900 rpm) with a 0 kW HEP load. As with the P40DC, traction horsepower in HEP mode decreases to Script error: No such module "convert". when providing the full 800 kW HEP load to the train.

The P42DC has a maximum speed of Script error: No such module "convert". compared to the 103 mph (166 km/h) maximum speed of the P40DC. Tractive effort is rated at Script error: No such module "convert". of starting effort and Script error: No such module "convert". of continuous effort at Template:Cvt given wheel power of Script error: No such module "convert"..[14]

P42DCs are used primarily on most of Amtrak's long-haul and higher-speed rail service outside the Northeast and lower Empire Corridors. They will be replaced on long-distance service by 125 Siemens ALC-42 Charger locomotives between 2021 and 2024, but will remain in service on shorter corridor trains.[15]

Via Rail Canada has also utilized P42DC (Also designated as EPA-42as) since 2001. The P42DCs replaced the LRC locomotives that same year. They are currently on services with speeds up to Script error: No such module "convert"., mainly on the Quebec City-Windsor rail corridor.[16]

P42C

File:P42C 9700.jpg
P42C No. 9700 (Ex. P42DC No. 184) at New York Penn Station

The P42C is a Non-Powered Control Unit (cab car) converted by Amtrak from retired P42DC locomotives, with the first one converted in 2024. These retain their internal components for weight purposes.[17] Amtrak plans to eventually convert 18 Genesis locomotives into P42Cs. The first of these, numbered 9700 (ex-184), entered service in June 2025.[18]

P32AC-DM

File:MTA Metro North P32AC-DM 207.jpg
Metro-North P32AC-DM No. 207 at Harlem–125th Street station in 2007

The P32AC-DM (GENESIS Series 2,[19] short for "Passenger, Template:Cvt, Alternating Current, Dual Mode")[20] was developed for both Amtrak and Metro-North. They can be powered either by their diesel prime mover or for a short duration via electricity from a 750 volt third rail. The third rail shoes are used on the over-running third rail into Penn Station for Amtrak units and the under-running third rail into Grand Central Terminal for Metro-North. The P32AC-DM is rated at Script error: No such module "convert"., Script error: No such module "convert". when supplying HEP, and is geared for a maximum speed of Script error: No such module "convert".. Tractive effort is rated at Script error: No such module "convert". of starting effort from zero to Template:Cvt and Script error: No such module "convert". of continuous effort at Template:Cvt given wheel power of Script error: No such module "convert"..[21]

Unlike the other Genesis variants, the P32AC-DM uses AC (alternating current) traction motors rather than DC (direct current) motors, and has a smaller 12-cylinder prime mover instead of a 16-cylinder.[22][20]

The P32AC-DM is only used on services operating north from New York City, where diesel emissions through its two fully enclosed main terminal stations are prohibited. Third rail use is limited; it can only be used for about 10 minutes due to thermal limitations.[23] Metro-North's P32AC-DM's only use electric mode in the 4 miles of tunnel leading to Grand Central Terminal, and use diesel elsewhere even if third rail is available, unlike their Siemens SC-42DM intended replacements, which will use electric mode everywhere third rail is available.[24]

Amtrak rosters 18 P32AC-DM locomotives and uses them for its Empire Service, Ethan Allen Express, Lake Shore Limited (New York section),Script error: No such module "Unsubst". Adirondack, and Maple Leaf services, all of which travel to New York Penn Station.[25][26][27] Metro-North rosters 31 P32AC-DM locomotives on push-pull trains to Grand Central Terminal; four are owned by the Connecticut Department of Transportation. The Metro-North and ConnDOT fleet of P32AC-DM locomotives will be replaced in 2025–2027 by new Siemens SC-42DM Charger locomotives.[24][28][29][30]

Original owners

Railroad Model Quantity Road numbers Notes
Amtrak P40DC 44 800–843 15 units upgraded to P42DC specifications. To be replaced by new ALC-42 Siemens Charger locomotives.
P42DC 207 1–207 To be replaced by 125 new ALC-42 Siemens Charger locomotives.
P32AC-DM 18 700–717 Dual mode for operation on the Empire Connection into New York Penn.
Metro-North Railroad P32AC-DM 31 201–231 Dual mode for operation into Grand Central Terminal. 228–231 owned by CTDOT. To be replaced by 32 new SC-42DM Siemens Charger locomotives.[24]
Via Rail P42DC 21 900–920 To be replaced by 32 new SCV-42 Siemens Charger locomotives.

See also

References

Template:Sister project

<templatestyles src="Reflist/styles.css" />

  1. ↑ Script error: No such module "citation/CS1".
  2. ↑ Script error: No such module "citation/CS1".
  3. ↑ <templatestyles src="Citation/styles.css"/>Template:Citation/make link, Bieber, Allen C., "Monocoque locomotive", published Script error: No such module "auto date formatter"., assigned to General Electric Company Script error: No such module "Check for unknown parameters".
  4. ↑ a b c Script error: No such module "Citation/CS1".
  5. ↑ P40DC Builders Plate https://www.flickr.com/photos/davidfullarton/4412331923/
  6. ↑ Script error: No such module "Citation/CS1".
  7. ↑ Script error: No such module "citation/CS1".
  8. ↑ Script error: No such module "citation/CS1".
  9. ↑ Script error: No such module "citation/CS1".
  10. ↑ Script error: No such module "citation/CS1".
  11. ↑ http://www.amtrak.com/pdf/ARRA/Amtrak-ARRA_Project-Summary-FY-09.pdf Amtrak ARRAProject List
  12. ↑ Script error: No such module "Citation/CS1".
  13. ↑ P42 Builders Plate https://www.flickr.com/photos/76498245@N05/6871547365/in/photostream
  14. ↑ Cite error: Script error: No such module "Namespace detect".Script error: No such module "Namespace detect".
  15. ↑ Script error: No such module "citation/CS1".
  16. ↑ Script error: No such module "citation/CS1".
  17. ↑ Script error: No such module "citation/CS1".
  18. ↑ Script error: No such module "citation/CS1".
  19. ↑ Script error: No such module "citation/CS1".
  20. ↑ a b Script error: No such module "citation/CS1".
  21. ↑ Cite error: Script error: No such module "Namespace detect".Script error: No such module "Namespace detect".
  22. ↑ Script error: No such module "citation/CS1".
  23. ↑ Script error: No such module "citation/CS1".
  24. ↑ a b c Script error: No such module "citation/CS1".
  25. ↑ Script error: No such module "citation/CS1".
  26. ↑ Script error: No such module "citation/CS1".
  27. ↑ Script error: No such module "citation/CS1".
  28. ↑ Script error: No such module "citation/CS1".
  29. ↑ Script error: No such module "citation/CS1".
  30. ↑ Script error: No such module "citation/CS1".

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Script error: No such module "Navbox". Template:Via Rail rolling stockTemplate:CTrail navboxScript error: No such module "Navbox". Template:NA Electro-diesel Template:Higher-speed rail

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