# Metro-North Railroad rolling stock

The Metro-North Railroad is a commuter railroad serving northern suburbs of New York City. It principally uses a fleet of electric railcars for its services; diesel locomotives and push-pull coaches are in use as well for non-electrified portions of the system.

## History

When the Metropolitan Transportation Authority began to subsidize commuter rail systems of Penn Central Railroad and Erie Lackawanna Railway in the early-1970s, they inherited equipment of the former New York Central Railroad, Pennsylvania Railroad, New York, New Haven, and Hartford Railroad and Erie-Lackawanna Railroad, some of which dated back to the early 20th Century. However, they also began to operate variations of the new M1 railcar which was designated as the "M1A." The next new fleet of EMUs came with the M2s, which replaced Pullman 4400-series cars dating back to the early 1920s to 1954 from 1973 to 1977. With the expansion of electrified territory, 142 M3As were ordered, arriving between 1984 and 1986. Two additional small orders would supplement the existing fleet; 54 M4s arrived in late 1987, and in 1994 48 M6s arrived. Many diesel locomotives inherited from those railroads, however, were used as recently as the early 21st Century. The M1As were replaced between 2004 and 2007 with the arrival of the 336 M7As. In order to replace the M2, M4, and M6s on the New Haven Line and to respond to increasing ridership on that line 405 M8s were ordered. In 2016, in response to ridership higher than initially expected on the New Haven Line, up to 94 additional M8s will be built to meet that line's needs.

## Active rolling stock
### Locomotives

| Builder and model | Build year | Year rebuilt | Fleet numbers | Power | Notes |
| EMD GP35R | 1964–1965 | 1991–1992; 2013–2017, 2019 | 101–108 (8 units) | 2,500 horsepower (1,900 kW) | Work locomotive only Rebuilt by Brookville Equipment |
| EMD GP40FH-2M | 1966–1970 | 1992–1993; 2007 | 4900–4905 (6 units) | 3,000 horsepower (2,200 kW) | Operated by NJ Transit for West of Hudson services |
| EMD GP40PH-2M | 1968 | 1992; 2007 | 4906 (1 unit) | 3,000 horsepower (2,200 kW) | Operated by NJ Transit for West of Hudson services |
| EMD F40PH-3C | 1976–1981 | 2009–2010 | 4907–4914 (8 units) | 3,000 horsepower (2,200 kW) | Operated by NJ Transit for West of Hudson services |
| GE P32AC-DM | 1995–2001 | 2012–2015 | 201–231 (31 units) | 3,200 horsepower (2,400 kW) | Dual mode for operation into Grand Central Terminal To be replaced by Siemens SC-42DM 228–231 are owned by ConnDOT |
| Brookville BL20GH | 2008 | 2017– | 110–115, 125–130 (12 units) | 2,250 horsepower (1,680 kW) | Used on branch line shuttles and work trains All being rebuilt as BL20GHM 125–130 are owned by ConnDOT |
| Brookville BL14CG | 2009 | – | 401–402 (2 units) | 2,000 horsepower (1,500 kW) | Used on work trains for East Side Access project. Replaced GP8 and GP9. |
| EMD GP40-3H | 1971 | 2017-2019 | 6695, 6698-6699 (3 units) | 3,000 horsepower (2,200 kW) | Leased from CT Rail until the remaining BL20GHs are rebuilt. Limited to branch line shuttle service |

### Future locomotives

| Builder and model | Image | Build year | Fleet numbers | Power | Notes |
| Siemens SC-42DM Charger | | 2023–2030 | (33 units) | 4,400 horsepower (3,300 kW) | Dual-mode locomotive; can run on electric power in all third-rail electrified sections, and on diesel power elsewhere |
| Siemens SC-42DM Charger | | 2025–2027 | (16 units) | | Dual-mode locomotive; can run on electric power in all third-rail electrified sections, and on diesel power elsewhere |
In December 2020, the Metro-North board approved a Federal Transit Administration funded $334.9 million contract for Siemens to manufacture and test 19 dual-mode locomotives with an option for an additional eight more. 19 of the 27 dual-mode Locomotives ordered have already been fully approved for $231.6 million with the other eight at a cost of $82.1 million. In addition, the contract also included capital spare parts for $12.9 million, a training simulator for $1.5 million, test equipment for $3 million, and extended warranty for $3.6 million. The contract included 144 in total option locomotives with 66 additional locomotives for Long Island Rail Road in an alternate configuration, 32 additional locomotives for Metro-North, 20 for the Connecticut Department of Transportation, and 26 locomotives in an alternate configuration for Amtrak/NYSDOT. These dual modes would be able to work on both Amtrak and Metro-North signal systems and will be able to sustain 110 miles per hour (180 km/h) in service. The first pair of locomotives were delivered in October 2024 and were expected to enter service in early 2025, with deliveries to continue through 2027.
On January 24, 2025, Metro-North solicited a sole source procurement for up to 16 Siemens Charger locomotives from Siemens to operate service on Penn Station Access. The order would be done as an option order to an existing order. In February 2025, the MTA Board will vote on Option 4 for 13 dual-mode Charger locomotives, with an option for two additional locomotives for $304.9 million. These locomotives will be powered using both AC Pantographs to operate under catenary and battery power, which is a modification to Siemens' existing design for Tier 4 diesel-electric dual mode locomotives.

### Push-pull coaches

These cars are non-powered.
| Builder and model | Build year | Year Rebuilt | Fleet Numbers | Number Active | Notes |
| Bombardier Comet II | 1983, 1987 | 2009 | 6125, 6127, 6129, 6131, 6134, 6136, 6138, 6140, 6142–6149, 6176, 6178, 6180 | 19 | Formerly used for West of Hudson service, transferred in 2009. Not rebuilt until transferred to East of Hudson. |
| Bombardier Shoreliner I | 1983 | 1995–1996; 2008–2009 | 6101, 6103, 6105, 6107, 6109, 6150–6160, 6162, 6164, 6166, 6201, 6203, 6205, 6207, 6209, 6250–6260, 6262, 6264, 6266, 6268 | 39 | |
| Bombardier Shoreliner II | 1987–1988 | 2008–2009 | 6111, 6113, 6115, 6117, 6119, 6121, 6123, 6161, 6163, 6165, 6167–6175, 6177, 6179, 6182, 6184, 6186, 6190, 6211, 6213, 6215, 6217, 6219, 6223, 6225, 6227, 6229, 6230, 6232, 6234, 6236, 6238, 6240, 6270, 6272, 6274, 6276, 6278 | 45 | 6188 wrecked and retired after 2013 accident at Spuyten Duyvil |
| Bombardier Shoreliner III | 1991–2002 | NA | 6301-6310 6330-6344, 6346-6362 6364, 6366, 6368, 6370, 6372, 6374 | 48 | 6345 wrecked and retired after 2013 accident at Spuyten Duyvil. |
| Bombardier Shoreliner IV | 1996–2002 | NA | 6221, 6222, 6311–6320 | 57 | 6222, 6288, and 6440 wrecked and retired after 2013 accident at Spuyten Duyvil. |
| Alstom Comet V | 2004 | NA | 6700–6714, 6750–6799 | 65 | Operated by NJ Transit for West of Hudson service. |
| Budd club/lounge | 1949 | | 1-3 | 3 | Only used on special trains, ex-Lackawanna and New York Central. |

### Future push-pull coaches

In August 2023, CTDOT approved a contract with Alstom for 60 single-level passenger cars. The cars will replace the existing Shoreliner coach fleet on the Waterbury Branch and the Danbury Branch, as well as Mafersa coaches and leased MBTA MBB coaches on the Hartford Line. Deliveries are expected to begin in 2026. Metro-North intends to begin replacing the Shoreliners used on other east-of-Hudson services by 2029.
In February 2025, the MTA Board will vote on a proposal to use a request for proposals (RFP) instead of competitive bidding to procure coach cars to be used for PSA to ensure full fleet availability and to replace Metro-North's Shoreliner Center-Door and End-Door coach cars.

### Electric multiple units

M3A and M7A cars draw power from 650 V DC third rail with under-running contact shoes. M8 draw power from third rail, both over- and under-running, or 12.5 kV 60 Hz and 25 kV 60 Hz AC catenary.
| Builder and model | Build year | Year rebuilt | Fleet numbers | Number Active | Notes |
| Budd M3A | 1983–1985 | 2008–2015 | 8000–8141 | 140 | |
| Bombardier M7A | 2004–2006 | N/A | 4000–4335 | 334 | 4333 burned and destroyed in 2015 accident in Valhalla. |
| Kawasaki M8 | 2009–2022 | N/A | 9100–9421, 9460, 9462, 9464, 9466, 9468, 9470, 9472, 9474, 9476 (unpowered single cars) 9500–9519 9560, 9562, 9564, 9566, 9568, 9570, 9572, 9574, 9576, 9578, 9580, 9582, 9584, 9586, 9588, 9590 (unpowered single cars) 9600–9623 9700-9738 | 471 | The order of 60 additional cars, and 34 additional cars with an option order was announced in 2016 Replaced all M2/M4/M6s Shared with ConnDOT for use on Shore Line East services |

#### Possible future electric multiple units

| Builder and model | Photo | Build year | Year rebuilt | Fleet numbers | Notes |
| Kawasaki M9A | | TBD | N/A | TBD Up to 300 cars | To replace M3As |
MTA originally planned to order 188 M9A cars for Metro-North as part of the 2015-2019 Capital Program. In June 2018, Metro-North announced that they would elect to not exercise their options for the M9 order, instead overhauling their M3A units to extend their lifespan. However, that November, Metro-North stated that they "are working with LIRR to procure 170 new M9A cars in the next Capital Program to provide additional capacity and replace M3As." As of 2024, Metro-North intends to replace all M3A cars by 2029.

## Retired rolling stock

Roster rolling stock manufactured from 1946 to the present.
| Builder and model | Built | Retired | Heritage | Successor | Power | Notes |
| Locomotives ||||||||
| Brookville BL06 | 2000 | 2012 | Metro-North | BL20GH | 600 HP | Used as a yard switcher |
| EMD FP10 | 1946–1949 (rebuilt in late 1970s) | 2008 | GM&O; MBTA | P32AC-DM, BL20GH | 1750 hp | Original Gulf Mobile & Ohio F3s, later MBTA; rebuilt F3s. 412 in service at Adirondack Scenic Railroad as 1502; 413 preserved at Danbury Railway Museum. |
| EMD GP9 | 1956 | 2009 | New York Central | Brookville BL14CG | 1400 hp | Work Locomotive; 750 is stored at Croton-Harmon |
| EMD GP8 | 1957 | 2010 | New York Central | Brookville BL14CG | 1750 hp | Work Locomotive only. 543 is used during the winter to melt ice off the third rail. Reactivated for switcher service in 2012 after retirement 2010. At Croton-Harmon retired; in long term storage |
| ALCO RS-3m | 1956 | 1990s | New York, New Haven and Hartford Railroad | | 1200 hp | Preserved at Danbury Railway Museum |
| EMD FL9 | 1956–1959 | 1998–2002, 2009 | New York, New Haven and Hartford; Penn Central; Conrail | P32AC-DM, BL20GH, Amtrak P40DC | 1800 hp | Dual-mode locomotive with third rail shoe for running in Park Ave Tunnel - in later years was relegated to 100% diesel work on branch lines. Several have been donated to railroad museums. |
| GE B23-7 | 1976 | 1993 | Conrail | GP35R | 2250 hp | Work Locomotive; ex-Conrail. Traded Back to GE on expiration of lease for the GP35Rs. |
| GE U34CH | 1978 | 1994 | Erie Lackawanna | GP40PH-2 | 3600 hp | Used for the Port Jervis Line. Rebuilt Chicago and North Western U30C; Scrapped |
| Republic Locomotive FL9AC | 1992 | 2005 | New York New Haven and Hartford; LIRR | P32AC-DM | 3000 hp | Ex. LIRR; rebuilt EMD FL9s. All scrapped. |
| GE P40DC | 1993 | 2009 | Amtrak | BL20GH | 4000 hp | Amtrak-leased units to replace FL9s. Retained Amtrak paint and logo. Were used on Danbury, Waterbury and Wassaic branch lines. Amtrak 833, 834, 836, 838, 840, 841, 842, and 843. When Metro-North returned these units, they were sold to CTDOT for Shore Line East. All rebuilt and now used on Hartford Line. |
| Self-Propelled Cars ||||||||
| Budd RDC | 1950–1956 | 1991 | New York Central; New York New Haven and Hartford | P32AC-DM; Shoreliner coaches | 550 hp | Used on Port Jervis Line and Waterbury Branch. New Haven 32 and 47 are at Danbury Railway Museum; 47 was stripped for parts for 32. 32 is operational. Metro-North demotored certain units for push pull coaches |
| Pullman 4400 | 1954 | 1983 | New York, New Haven and Hartford | Budd M2s | 650 V DC Third Rail under running 11 kV 25 Hz AC catenary | Ex-New Haven Railroad; ran on New Haven Line; 3 units are at Danbury Railway Museum (One owned by private individual); Replaced by M2s |
| Pullman ACMU | 1962–1965 | 2004 | New York Central | Bombardier M7As | 650 V DC third rail under-running | Ex-New York Central; electrical multiple units; replaced by M7As. 1128 and 1171 are at Danbury Railway Museum. |
| Budd SPV-2000 | 1978–1981 | 1996 | Amtrak/ConnDOT, MTA | P32AC-DM; Shoreliner coaches | 550 hp | Owned by MTA and ConnDOT (CTDOT units had Amtrak logos in addition to State of CT seal.) Used on branch lines of Metro-North and Amtrak's Springfield line. CTDOT de-powered their units for Shore Line East. Those have since been retired in favor of Ex-VRE Mafersa push-pull coaches. MNCR 293 is preserved at Connecticut Eastern Railroad Museum in Willimantic, CT. Several ConnDOT-owned de-powered units were sent to New Orleans for hurricane-standby duty. |
| Budd M1A | 1971–1973 | 2009 | Penn Central | Bombardier M7As | 650 V DC third rail under-running | Replaced by M7As |
| Budd M2 | 1972–1977, rebuilt 1992–1994, 2006 | 2018 | Penn Central | Kawasaki M8s | 650 V DC third rail under-running & 12.5 kV 60 Hz AC catenary | Largely replaced by M8s in 2015, all replaced in 2018. Pair 8706-8707 has been preserved by the Danbury Railway Museum. |
| Tokyu Car M4 | 1987–1988 | 2015 | Metro-North/ ConnDOT | Kawasaki M8s | 650 V DC third rail under-running & 12.5 kV 60 Hz AC catenary | Replaced by M8s, last run of M4/M6 equipment June 26, 2015. |
| Morrison-Knudsen M6 | 1994 | 2015 | Metro-North/ ConnDOT | Kawasaki M8s | 650 V DC third rail under-running & 12.5 kV 60 Hz AC catenary | Replaced by M8s, last run of M4/M6 equipment June 26, 2015, last new build DC traction railcars in North America |
| Coaches ||||||||
| Various stainless-steel coaches and club cars | Various years | 1985 | New York New Haven and Hartford, New York Central | Shoreliner I and II Cars | Non-Powered | Disposed of or sold through the 1980s as new equipment came on line. |
| Pullman Standard 4800 series coaches | 1950s | 1985 | SEMTA | Shoreliner I and II Cars | Non-Powered | Detroit's commuter carrier. |
| Morrison-Knudsen Boise Budds | 1982 | 1998 | | Shoreliner III cars | Non-Powered | Rebuilt Budd RDCs that had their Engines Removed and used as Push-Pull cars; Original MBTA then sold to VRE in 1986 then VRE sold them to Metro-North. 2 units sit on a deadline in Croton-Harmon; Rest sold to Caltrain in 2000, and are now used by the Grand Canyon Railway since 2005. |
| GE/Avco/Vickers Comet IA | 1978 | 2005 | Metro North | Alstom Comet V | Non-Powered | Two cabs and eight trailers were built from surplus shells from the Arrow III EMU for NJDOT. They saw use primarily on the Port Jervis Line. Replaced by Comet V cars. |
| Bombardier Comet III | 1991 | 1998/2008 | New Jersey Transit | Alstom Comet V | Non-Powered | Sold to NJT in 1998, sold back to Metro-North in 2008. Now converted for use on LaserTrain. |

### Bar cars

Metro-North Railroad was the last commuter railroad in the United States to operate bar cars-- electric MUs equipped with bars that served alcohol. The M2 bar cars were delivered in 1974, and Metro-North has not ordered new ones. The last train which included a bar car left Grand Central for New Haven at 7:34 PM on Friday, May 9, 2014. While there is talk of retrofitting M8 cars with bars, no decision has been reached and no money allocated. However, on September 13, 2016, Connecticut Governor Dannel Malloy announced that the state would be buying another 60 M8 cars, 10 being "bar cars". However, the idea was abandoned due to cost and train capacity concerns, as well as Metro-North not being willing to handle the bar themselves, wishing for an outside company to run the operation itself.