Editing GE Genesis (section)

==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|thumb|left|New Jersey Transit #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.

A feature unique to the P40DC and P32AC-DM is a [[Railroad engineer|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 {{convert|10|mph|abbr=on}} 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.<ref name="PTJ" />

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.

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]].

====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}}

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.

{{Clear left}}

===P42DC===
[[File:174AM.jpg|thumb|left|Amtrak P42DC #174 on the {{lnl|Amtrak|Winter Park Express}}]]

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 has a maximum speed of {{convert|110|mph|abbr=on|sigfig=3}} compared to the 103&nbsp;mph (166&nbsp;km/h) maximum speed of the P40DC. Tractive effort is rated at {{convert|280.25|kN|lbf|abbr=on|sigfig=3}} of starting effort and {{convert|169|kN|lbf|abbr=on|sigfig=3}} of continuous effort at {{cvt|38|mph}} given wheel power of {{convert|3850|hp|sigfig=3}}.<ref name="Page 14"/>

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>

====P42C====
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. Amtrak plans to eventually convert 20 Genesis locomotives into P42Cs.<ref>{{cite web|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|publisher=Trains magazine}}</ref>

{{Clear left}}

===P32AC-DM===
[[File:MTA Metro North P32AC-DM 207.jpg|thumb|left|Metro-North P32AC-DM #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 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
|url=https://books.google.com/books?id=bVEhihy7tKEC&q=ac+traction+motors+genesis&pg=PA160
|title=American Diesel Locomotives
|author=Brian Solomon
|page=160
|publisher=MBI Publishing Company
|isbn=0-7603-0666-4
|year=2000
|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]].

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>