Via Rail Canada has utilized P42DC locomotives since 2001, when they replaced the LRC locomotives in 2001. They are currently on services with speeds up to , mainly on the Quebec City-Windsor rail corridor. The P32AC-DM ("GENESIS Series II", short for "Passenger, 3200hp, Alternating Current, Dual Mode") was developed for both Amtrak and Metro-North. They can operate on power generated either by the on-board diesel prime mover or power collected from a third rail electrification system at 750 volts direct current. 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 to and of continuous effort at given wheel horsepower of . The P32AC-DM is unique as it is equipped with GE's GEB15 AC (alternating current) traction motors, rather than DC (direct current) motors as used in the other subtypes. It is also only one of two modern American electro-diesel locomotives with third-rail capability, along with the EMD DM30AC operated by the Long Island Rail Road. NJ Transit and Exo's Bombardier ALP-45DP electro-diesel locomotive can operate from overhead catenary electrification. The model is only used on services operating north from New York City, where diesel emissions through its two fully enclosed main terminal stations are prohibited. The type operates on Amtrak's "Empire Service", "Ethan Allen Express", "Lake Shore Limited" (New York section), "Adirondack", and "Maple Leaf" services. The P32AC-DMs are sometimes traded out for a P42DC or the other way around on southbound trains at Albany due to the requirement for the P32AC-DM only applying to the section of the route south of Albany, and the higher horsepower rating of the P42DC. Metro-North's push-pull trains to and from Grand Central Terminal also utilize P32AC-DM units. Some of the units are owned by the Connecticut Department of Transportation and are painted in the New Haven Railroad's 'McGinnis' scheme. 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. All P32AC-DM models, unlike the P40DC and P42DC models, lack the door on the rear of the locomotive that would normally lead to the next car, making it impossible to access the locomotive from either a coach or a trailing engine.