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TheGE Genesis (officiallytrademarkedGENESIS[5]) is a series of passenger diesellocomotives built byGE Transportation forAmtrak,Metro-North, andVia Rail between 1992 and 2001. A total of 321 units were produced.
Designed to meet Amtrak's specifications, the Genesis series is 14 feet 4 inches (4.37 m) tall. This allows for easier travel throughlow-clearance tunnels in theNortheast Corridor, especially compared to the earlierEMD F40PH which was 14 inches (356 mm) taller.
The GE Genesis series stands out for its unique, lightweightmonocoquecarbody design, styled by industrial designerCesar Vergara.[6] This innovative approach translates to improved aerodynamics and fuel efficiency compared to its predecessors.[7] 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 agrade crossing collision.[citation needed]
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.[8] Furthermore, all Genesis locomotives utilize modern,four-stroke engines, surpassing thetwo-stroke technology employed in earlier EMD counterparts.[citation needed]
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.[8]
All Genesis locomotives providehead-end power (HEP) to the train via analternator orinverter powered by the main engine. This system delivers a maximum output of 800 kilowatts (1,100 hp), capable of powering up to 16Superliner 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]
The Genesis uses trucks manufactured byKrupp Verkehrstechnik[de], which has since been acquired bySiemens Mobility. Newer Genesis locomotives reflect this change and carry the Siemens name.[citation needed]
Three models of Genesis were built by General Electric, the P40DC, P42DC, and P32AC-DM.
TheP40DC (GENESIS Series I)[9] or Dash 8-40BP (originally known as theAMD-103 orAmtrakMonocoqueDiesel -103MPH) is the first model in the Genesis series, built in 1993.[10] The locomotive operates in adiesel-electric configuration that usesDC to power thetraction motors, producing 4,000horsepower (2,980 kW) at 1047 rpm. Power output to the traction motors is 3,550 hp (2,650 kW) when running in HEP mode (900 rpm) with a 0 kW HEP load. Traction power in HEP mode decreases to 2,525 horsepower (1,880 kW) when providing the maximum 800 kW (1,100 hp) HEP load to the train. The P40DC is geared for a maximum speed of 103 miles per hour (166 km/h). The P40DC was succeeded in 1996 by the P42DC.
A feature unique to the P40DC and P32AC-DM is ahostler 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 10 mph (16 km/h) and adead 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.[8]
Both the P40DC and P42DC allowed Amtrak to operate heavy long-distance trains with fewer locomotives compared to the olderEMD 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 the1993 Big Bayou Canot train wreck, 807 and 829 in the1999 Bourbonnais, Illinois, train crash) and scrapped. Eight were leased and later sold to theConnecticut DOT forShore Line East in 2005, and four were rebuilt and sold toNew 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 2009ARRA stimulus funds and returned to service, now in the Phase V livery, except for 822, which is painted inPhase IIIHeritage livery for Amtrak's 40th Anniversary.[11][self-published source]
In January 2018, ConnDOT awarded a contract to Amtrak to overhaul their twelve P40DC locomotives at theBeech Grove Shops.[12] The first unit was completed in early 2021.[13] With the introduction ofM8 EMU trains for Shore Line East service, the rebuilt P40DCs are now exclusively used on theHartford Line.
By 2007, New Jersey Transit had upgraded their P40DC units with updated prime movers to match the 4,250 horsepower (3,170 kW) of the successor P42DC.[14] This was done by readjusting the position of the lay shafts within the prime mover.[citation needed]
Amtrak returned 15 of their P40DC units to service as part of a project funded through theTIGER program, a.k.a. the American Recovery and Reinvestment Act of 2009.[15] The first of the units were returned to service in March 2010 after being overhauled at theBeech Grove Shops. They were upgraded like NJT's units had been a few years before to have 4,250 hp (3,170 kW) and match the P42DC's maximum speed of 110 mph (177 km/h). They also received updatedcab signaling systems. The upgraded locomotives still had mechanicalair 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.[16] They also featured abuilder's plate indicating that they were rebuilt under the auspices of theTIGER stimulus program.
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TheP42DC (GENESIS Series I)[17] is the successor model to the P40DC. It has an engine output of 4,250horsepower (3,170 kW) at 1,047 rpm, or 3,550 horsepower (2,650 kW) when running in HEP mode (900 rpm) with a 0 kW HEP load. As with the P40DC, traction horsepower in HEP mode decreases to 2,525 horsepower (1,880 kW) when providing the full 800 kW HEP load to the train.
The P42DC has a maximum speed of 110 mph (177 km/h) compared to the 103 mph (166 km/h) maximum speed of the P40DC. Tractive effort is rated at 280.25 kN (63,000 lbf) of starting effort and 169 kN (38,000 lbf) of continuous effort at 38 mph (61 km/h) given wheel power of 3,850 horsepower (2,870 kW).[3]
P42DCs are used primarily on most ofAmtrak's long-haul andhigher-speed rail service outside theNortheast and lowerEmpire Corridors. They will be replaced on long-distance service by 125Siemens ALC-42 Charger locomotives between 2021 and 2024, but will remain in service on shorter corridor trains.[18]
Via Rail Canada has also utilized P42DC (Also designated as EPA-42as) since 2001. The P42DCs replaced theLRC locomotives that same year. They are currently on services with speeds up to 100 mph (161 km/h), mainly on theQuebec City-Windsor rail corridor.[19]
The P42C is aNon-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.[20] Amtrak plans to eventually convert 18 Genesis locomotives into P42Cs. The first of these, numbered 9700 (ex-184), entered service in June 2025.[21]
TheP32AC-DM (GENESIS Series 2,[22] short for "Passenger, 3,200 hp (2,400 kW), Alternating Current, Dual Mode")[23] was developed for bothAmtrak andMetro-North. They can be powered either by theirdiesel prime mover or for a short duration via electricity from a 750 voltthird 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 3,200horsepower (2,390 kW), 2,900horsepower (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 zero to 14 mph (23 km/h) and 113.43 kN (25,500 lbf) of continuous effort at 40 mph (64 km/h) given wheel power of 2,700 horsepower (2,010 kW).[4]
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.[24][23]
The P32AC-DM is only used on services operating north fromNew 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.[25] Metro-North's P32AC-DM's only use electric mode in the 4 miles of tunnel leading toGrand Central Terminal, and use diesel elsewhere even if third rail is available, unlike their SiemensSC-42DM intended replacements, which will use electric mode everywhere third rail is available.[26]
Amtrak rosters 18 P32AC-DM locomotives and uses them for itsEmpire Service,Ethan Allen Express,Lake Shore Limited (New York section),[citation needed]Adirondack, andMaple Leaf services, all of which travel toNew York Penn Station.[27][28][29] Metro-North rosters 31 P32AC-DM locomotives on push-pull trains toGrand Central Terminal; four are owned by theConnecticut 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.[26][30][31][32]
| Railroad | Model | Quantity | Road numbers | Notes |
|---|---|---|---|---|
| Amtrak | P40DC | 44 | 800–843 | 15 units upgraded to P42DC specifications. To be replaced by newALC-42 Siemens Charger locomotives. |
| P42DC | 207 | 1–207 | To be replaced by 125 newALC-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 byCTDOT. To be replaced by 32 newSC-42DM Siemens Charger locomotives.[26] |
| Via Rail | P42DC | 21 | 900–920 | To be replaced by 32 newSCV-42 Siemens Charger locomotives. |
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.
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