GE Genesis - WikiHQ

The GE Genesis (officially trademarked GENESIS) 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 tall. This allows for easier travel through low-clearance tunnels in the Northeast Corridor, especially compared to the earlier EMD F40PH which was taller.

Technical design

The GE Genesis series stands out for its unique, lightweight monocoque carbody design, styled by industrial designer Cesar Vergara. This innovative approach translates to improved aerodynamics and fuel efficiency compared to its predecessors. 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.

The Genesis represents a significant leap forward in performance. It has a 22% improvement in fuel efficiency and delivers 25% more power compared to the F40PH. Furthermore, all Genesis locomotives utilize modern, four-stroke engines, surpassing the two-stroke technology employed in earlier EMD counterparts.

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. or Dash 8-40BP (originally known as the AMD-103 for Amtrak Monocoque Diesel - 103MPH) is the first model in the Genesis series, built in 1993. The locomotive operates in a diesel-electric configuration that uses DC to power the traction motors, producing at 1047 rpm. Power output to the traction motors is when running in HEP mode (900 rpm) with a 0 kW HEP load. Traction power in HEP mode decreases to when providing the maximum HEP load to the train. The P40DC is geared for a maximum speed of . 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 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.

In January 2018, CTDOT awarded a contract to Amtrak to overhaul their twelve P40DC locomotives at the Beech Grove Shops. The first unit was completed in early 2021. 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

thumb|left|Amtrak P40DC No. 823 on the Lincoln service in 2012

By 2007, New Jersey Transit had upgraded their P40DC units with updated prime movers to match the of the successor P42DC. This was done by readjusting the position of the lay shafts within the prime mover.

Amtrak returned 15 of their P40DC units to service as part of a project funded through Transportation Investment Generating Economic Recovery (TIGER) grants, which were part of the American Recovery and Reinvestment Act of 2009. 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 and match the P42DC's maximum speed of . 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. They also featured a builder's plate indicating that they were rebuilt under the auspices of the TIGER program.

P42DC

thumb|Amtrak P42DC No. 39 on the

The P42DC (GENESIS Series I) is the successor model to the P40DC. It has an engine output of at 1,047 rpm, or when running in HEP mode (900 rpm) with a 0 kW HEP load. As with the P40DC, traction horsepower in HEP mode decreases to when providing the full 800 kW HEP load to the train.

The P42DC has a maximum speed of compared to the 103 mph (166 km/h) maximum speed of the P40DC. Tractive effort is rated at of starting effort and of continuous effort at given wheel power of .

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 , mainly on the Quebec City-Windsor rail corridor.

P42C

thumb|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 conversion completed in 2024. Amtrak plans to eventually convert 18 Genesis locomotives into P42Cs for use across its network. The first locomotive converted was former P42DC No. 184, which became P42C No. 9700. It entered service in June 2025.

Unlike the earlier NPCU conversions derived from F40PH locomotives, the P42Cs retain most of their internal components for ride quality purposes, as the earlier EMD F40PH NPCUs were found to provide a rough ride for engineers due to insufficient weight. The P42Cs also differ from the original F40PH NPCUs in that they do not feature a baggage compartment. Because the P42DC uses a monocoque body design in which the carbody forms part of the locomotive's structural support, large side openings for the roll-up baggage doors could not be added. short for "Passenger, , Alternating Current, Dual Mode") 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 , when supplying HEP, and is geared for a maximum speed of . Tractive effort is rated at of starting effort from zero to and of continuous effort at given wheel power of . 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.

Amtrak rosters 18 P32AC-DM locomotives and uses them for its Empire Service, Ethan Allen Express, Lake Shore Limited (New York section), Adirondack, and Maple Leaf services, all of which travel to New York Penn Station. Metro-North rosters 31 P32AC-DM locomotives on push-pull trains to Grand Central Terminal; four are owned by CTDOT. The Metro-North and CTDOT fleet of P32AC-DM locomotives will be replaced in 2025–2027 by new Siemens SC-42DM Charger locomotives.

Original owners

{| class="wikitable"

! Railroad !! Model !! Quantity !! Road numbers !! Notes

| rowspan="3" | Amtrak || P40DC || 44 || 800–843 || 15 units upgraded to P42DC specifications. Replaced by Siemens Charger locomotives.

| P42DC || 207 || 1–207 || To be replaced by Siemens Charger locomotives.

| || 18 || 700–717 || Dual mode for operation on the Empire Connection into New York Penn. To be replaced by Siemens Charger locomotives.

| Metro-North Railroad || || 31 || 201–231 || Dual mode for operation into Grand Central Terminal. 228–231 owned by CTDOT. To be replaced by Siemens Charger locomotives.