GE Genesis

GE Genesis

Company type	Product line
Industry	Rail transport
Predecessor	EMD F40PH
Founded	1992
Defunct	2001
Products	Passenger diesel locomotives (P40DC, P42DC, P32AC-DM)
Owner	GE Transportation

The GE Genesis (registered as GENESIS) represents a line of passenger diesel locomotives manufactured by GE Transportation between 1992 and 2001, serving clients such as Amtrak, Metro-North, and Via Rail. A total of 321 units were constructed during this period.

Tailored specifically to Amtrak's requirements, the Genesis locomotives stand in height, facilitating easier navigation through low-clearance tunnels along the Northeast Corridor than the earlier EMD F40PH, which was taller.

Technical design

The Genesis series by GE is characterized by its unique, lightweight monocoque carbody architecture, crafted by industrial designer Cesar Vergara. This design improves aerodynamic performance and fuel economy compared to previous models. However, this advanced construction leads to somewhat increased maintenance expenditures. To expedite repairs after grade crossing impacts, Amtrak fits its Genesis units with bolt-on nose cones.

In terms of performance, the Genesis achieves a 22% boost in fuel efficiency alongside a 25% increase in power when compared to the F40PH. All variants incorporate contemporary four-stroke engine technology, surpassing the older two-stroke engines used in former EMD locomotives.

These fully computerized locomotives automatically regulate engine output in response to conditions such as overheating or reduced oil pressure, enhancing operational reliability while lowering upkeep requirements.

Each locomotive supplies head-end power (HEP) through an alternator or inverter driven by the main engine, capable of providing up to —sufficient to power 16 Superliner railcars. The P40DC and P42DC models offer two HEP operational modes: normal mode (engine fixed at 900 rpm for simultaneous traction and HEP) and standby mode (engine at 720 rpm for HEP alone). The P32AC-DM features an HEP inverter that allows engine running at 1,047 rpm for both traction and HEP or idling at 620 rpm solely for HEP supply without traction.

The trucks are sourced from Krupp Verkehrstechnik, now part of Siemens Mobility, with newer locomotives bearing the Siemens branding.

Models

General Electric developed three distinct Genesis models: the P40DC, P42DC, and P32AC-DM.

P40DC

Introduced in 1993, the P40DC (GENESIS Series I), also known as Dash 8-40BP or initially AMD-103 (Amtrak Monocoque Diesel - 103 MPH), utilizes a diesel-electric configuration with DC traction motors producing at 1047 rpm. When operating in HEP mode (900 rpm), power output decreases to without HEP load and further reduces to when supplying the full HEP demand. The P40DC is geared for a maximum speed of . It was succeeded by the P42DC model in 1996.

A notable feature of both the P40DC and P32AC-DM is a rear hostler stand designed to improve visibility and facilitate reversing during low-speed maneuvers (limited to ), equipped with safety mechanisms such as a dead man's switch. Early P40DC units were fitted with two strobes above the cab and an emergency flasher; these were removed during subsequent refurbishments.

The introduction of the P40DC and P42DC allowed Amtrak to operate heavier long-distance trains more efficiently; specifically, two P40DC units could replace three older EMD F40PH locomotives.

Following further deliveries of the P42DC, many P40DC units were phased out. Three were lost in accidents—unit 819 in the 1993 Big Bayou Canot incident, and units 807 and 829 in the 1999 Bourbonnais collision. In 2005, eight units were leased then sold to Connecticut DOT for Shore Line East service; four were later rebuilt and sold to New Jersey Transit in 2007 before being resold back to ConnDOT in 2015. The remaining 28 units entered storage; among these, fifteen were refurbished using funds from the 2009 ARRA stimulus program and returned to service sporting Phase V livery (except unit 822 which retained Phase III Heritage livery commemorating Amtrak's 40th Anniversary). Units not rebuilt or sold have been scrapped.

In January 2018, ConnDOT engaged Amtrak for an overhaul of twelve P40DC locomotives at Beech Grove Shops. The first refurbished unit was unveiled in early 2021. With M8 EMU trains commencing Shore Line East operations, these upgraded P40DCs will be allocated primarily for Hartford Line service.

Enhanced and "Stimulus" P40DC Models

By 2007, New Jersey Transit had improved their P40DC locomotives by upgrading the prime movers to deliver power comparable to the subsequent P42DC model. This enhancement was accomplished by modifying the lay shafts within the engine.

Amtrak reinstated 15 P40DC units into active service with financial support from the American Recovery and Reinvestment Act of 2009. These locomotives underwent refurbishment at the Beech Grove Shops and were upgraded to reach a top speed of , aligning with the performance of the P42DC. They were fitted with modernized cab signaling systems but maintained traditional mechanical air brakes, making them suitable for operation as single locomotives, unlike the electronic air brakes found on the P42DC and P32AC-DM. The builder's plates on these units reflect their reconstruction under the TIGER stimulus initiative.

P42DC

The P42DC (known as the GENESIS Series I) succeeded the P40DC, offering an output of at 1,047 rpm, or when operating in HEP mode (900 rpm) without any HEP load. When providing the full 800 kW HEP load, traction horsepower decreases to .

This locomotive achieves a maximum speed of , surpassing the P40DC’s limit of 103 mph. It features a starting tractive effort rated at , with continuous tractive effort of at , driven by wheel power.

P42DC units mainly operate on Amtrak’s long-distance and faster routes outside the Northeast Corridor and lower Empire Corridor. Between 2021 and 2024, they are being phased out on long-haul services in favor of 125 Siemens ALC-42 Charger locomotives but will remain in service on shorter corridor lines.

Via Rail Canada has utilized P42DCs since 2001 to replace LRC models, primarily running along the Quebec City–Windsor Corridor where speeds reach up to .

P42C

The P42C is a Non-Powered Control Unit (cab car) created by Amtrak through conversion of retired P42DC locomotives, with the initial conversion completed in 2024. These units preserve their original internal components to maintain weight distribution. Amtrak intends to convert a total of 18 Genesis locomotives into P42Cs, with unit number 9700 (formerly 184) entering service in June 2025.

P32AC-DM

The P32AC-DM (GENESIS Series II, standing for "Passenger, 3200 hp, Alternating Current, Dual Mode") was designed for use by both Amtrak and Metro-North. It can operate either on diesel power or draw 750 V DC from third rail electrification—using over-running third rail for Amtrak’s access to Penn Station and under-running third rail for Metro-North’s route to Grand Central Terminal. This model is rated at 3200 hp (2900 hp when supplying HEP) and can reach a maximum speed of 110 mph. It delivers a starting tractive effort of 275.8 kN up to 14 mph and continuous effort of 113.43 kN at 40 mph.

Distinct from other Genesis variants, the P32AC-DM employs GE's GEB15 AC traction motors instead of DC motors. It is one of only two modern American electro-diesel locomotives equipped with third-rail capability, alongside the EMD DM30AC used by Long Island Rail Road; this excludes Bombardier ALP-45DP units that depend exclusively on overhead catenary power.

Amtrak operates a fleet of 18 P32AC-DMs on routes departing north from New York City where diesel emissions are restricted within terminal stations. These routes include Empire Service, Ethan Allen Express, Lake Shore Limited (New York section), Adirondack, and Maple Leaf, all terminating at New York Penn Station. Metro-North runs 31 units on push-pull trains servicing Grand Central Terminal; four are owned by Connecticut DOT. The fleets managed by Metro-North and ConnDOT are planned for replacement between 2025 and 2027 with Siemens SC-42DM Charger locomotives.

Original owners

Railroad	Model	Quantity	Road numbers	Notes
Amtrak	P40DC	44	800–843	Fifteen units modernized to P42DC standards; currently being phased out in favor of ALC-42 Siemens Charger locomotives.
	P42DC	207	1–207	Planned replacement with 125 new ALC-42 Siemens Charger locomotives.
	P32AC-DM	18	700–717	Equipped with dual-mode capability for service on the Empire Connection into New York Penn Station.
Metro-North Railroad	P32AC-DM	31	201–231	Dual-mode locomotives servicing Grand Central Terminal; units numbered 228–231 are property of CTDOT. Replacement planned with Siemens Charger models.
Via Rail	P42DC	21	900–920	Scheduled to be succeeded by 32 new SCV-42 Siemens Charger locomotives.