There are five variants of the Charger, tailored for different operators and types of service: ALC-42 for
Amtrak long-distance service, ALC-42E
dual mode for Amtrak
inter-city and long-distance routes that serve the
Northeast Corridor, SC-44 for Amtrak state-supported inter-city service or commuter rail operators, SCB-40 for
Brightline inter-city service and SCV-42 for
VIA Rail inter-city service in Canada.
The first production Charger, a SC-44, was unveiled on March 26, 2016, and entered revenue service on August 24, 2017. It was followed by the SCB-40, which inaugurated Brightline service on January 13, 2018. The first ALC-42 was delivered to Amtrak on June 17, 2021, and entered revenue service on February 8, 2022, on the Empire Builder.
The Charger is often paired with
Venture passenger cars, also built by Siemens, as part of a trainset.
Design
The Charger is powered by a
Cummins 16-cylinder QSK95 4-stroke high speed diesel engine, which meets
United States Environmental Protection Agency's more stringent
Tier 4 emissions standards that took effect in 2015.[6] Power output varies by model: the SCB-40 produces 4,000
hp (3,000
kW),[7][8] the SC-44 produces 4,400 hp (3,300 kW), and both the SCV-42 and ALC-42 produce 4,200 hp (3,100 kW).[9][10] The maximum speed in service is 125 mph (201 km/h).[11]
The locomotive shares much of its overall design with the Siemens
Vectron diesel and electric locomotives used in Europe and the
Siemens ACS-64 electric locomotive built for Amtrak.
Four
Insulated-gate bipolar transistor (IGBT)
power inverters carry electric current to each of the four AC
traction motors. A static inverter off of the main prime mover supplies
head-end power (HEP). The locomotive also features
dynamic braking with regenerative capability, allowing the locomotive to divert power generated by dynamic braking away from the resistor grids to HEP and onboard locomotive auxiliary power demands.[4]
California's SC-44s have aerodynamic "
spoilers" on the rear of their roofs that match the height of bi-level
California and
Surfliner cars.[13]
The Charger series competes with other Tier 4 compliant locomotives, such as the
EMD F125 and the
MPI MPXpress MP54AC. However, unlike the Charger series, both the F125 and MP54AC have struggled to find customers, selling fewer than 50 units each.
Service history
The first production SC-44 unit was unveiled on March 26, 2016.[14] The first two Charger locomotives to leave Siemens' factory in
Florin, California were transported to the
Transportation Technology Center (TTC) in
Pueblo, Colorado in June 2016 and underwent testing of performance metrics such as acceleration and braking.[15][16] The first Brightline SCB-40 locomotives were delivered in December 2016 to undergo testing in Florida.[17]
In February 2017, Amtrak and the
Washington State Department of Transportation began testing one of the Midwest-bound locomotives along the
Cascades corridor in the Pacific Northwest for federal certification.[18][19] Additional test runs were conducted on the Midwest and Northern California routes in April and May.[20] Testing at up to 135 miles per hour (217 km/h) was conducted at TTC and on the
Northeast Corridor in September 2016 which resulted in federal certification for 125-mile-per-hour (201 km/h) operations.[21]
Revenue testing on the Capitol Corridor and San Joaquins routes in Northern California began on May 25, 2017.[22] During these tests, the trains operated with a second locomotive in case of failure.[23] The Northern California units were formally accepted and approved for solo service on October 23, 2017.[24] The SC-44 entered revenue testing on the Midwest routes in July 2017, with solo revenue service beginning on a Hiawatha Service train on August 24, 2017.[21][25] Revenue service on the Cascades route began in November 2017.[26]
Brightline began revenue operations with its SCB-40 locomotives on January 13, 2018.[27] The first Chargers for MARC began testing that month, and revenue service began on April 5, 2018.[28][29] Pre-revenue testing began on the Pacific Surfliner in October 2018; revenue service began later that year.[30][31]
The first ALC-42 for Amtrak's long distance trains was put into service on the westbound Empire Builder on February 8, 2022, after extensive testing in the Midwest and on the Empire Builder route. Of the 2 units on the inaugural service, one was Amtrak's
"Day One" heritage unit #301.[32]
California regional commuter line
Altamont Corridor Express ordered four SC-44 locomotives in April 2018, with deliveries beginning in December 2019.[34] They entered revenue service in 2020.[35]
Amtrak
National network
On December 21, 2018, Amtrak ordered 75 ALC-42 locomotives with options for an additional 100. The first locomotive entered service in February 2022, with the last expected by 2024.[36]
Compared with the SC-44, changes were made to the ALC-42 to make it more suitable for long-distance service: additional
positive train control systems for nationwide service, a larger 2,200-U.S.-gallon (8,300 L) diesel fuel tank (instead of 1,800 U.S. gal [6,800 L]), a larger
diesel exhaust fluid tank, a larger
sandbox, a more powerful 1,000-kilowatt
head-end power generator (instead of 600 kW), an extended nose section for easier repair in the event of minor front-end collision, and a
prime mover de-rated to 4,200 horsepower (3,100 kW) to lengthen maintenance intervals.[37][38]
Assembly of the first ALC-42 began in March 2020.[39] On August 5, 2020, Amtrak announced that one of the first six locomotives will be painted in a replica of the "Day 1" livery to commemorate 50 years of Amtrak service, while the other five will feature a preliminary "Phase VI" paint scheme.[40] The remainder of the fleet will introduce a new "Phase VII" livery. By February 2021, 12 units had begun production, with the first locomotive, AMTK 300, delivered to Amtrak on June 17.[41] The first ALC-42 locomotives entered revenue service on the Empire Builder on February 8, 2022. On the same day, Amtrak announced that they had ordered an additional 50 ALC-42s, bringing the total number of locomotives ordered to 125.[42]
Northeast Corridor
Amtrak plans to purchase at least 75 intercity trainsets with dual-mode ALC-42E locomotives from Siemens. The trainsets will be used primarily on routes that operate over both electrified and non-electrified track, which currently require costly and lengthy locomotive swaps when transitioning between electrified and non-electrified territory.[43][44]
In diesel mode, the ALC-42E will work like a typical diesel–electric locomotive, using its diesel engine to generate electricity for its motors. Each ALC-42E will be paired with a special trailer car that will have equipment to support electric mode on the end closest to the locomotive, and a passenger seating area on the other. There are two types of trailer cars:
An Auxiliary Power Vehicle (APV) will be used on trains that use track with
overhead lines. Equipped with a pantograph and transformers, the APV will supply electricity to the ALC-42E as well as additional motors on its own powered truck. The ALC-42E/APV pairing will replace Amtrak's existing
Siemens ACS-64 electric locomotives on trains that use the Northeast Corridor for part of their route.[43]
A battery car will be used on trains that access New York Penn Station via the
Empire Connection, which has a
third rail instead of overhead lines. The battery car will supply electricity to the ALC-42E in areas where diesel engine use is prohibited. The ALC-42E/battery car pairing will replace Amtrak's existing
GE Genesis P32AC-DM dual mode locomotives, which draw electricity from the third rail in electric mode.[43]
By February 2024, two of the ALC-42E locomotives were under construction.[45]
State-supported corridors
The
Illinois Department of Transportation (IDOT), in conjunction with its counterparts in California, Michigan, Missouri and Washington, purchased 32 SC-44 locomotives for state-supported corridor services, operated by
Amtrak under contract.
The $225 million order placed in March 2014 included options for an additional 75 corridor-configured locomotives[46][47] In 2015, IDOT ordered 12 additional units for use on the upgraded Lincoln Service corridor.[48] California ordered 14 additional units in November 2015 for use on the Pacific Surfliner beginning in 2018, plus two more units in 2016 for the Northern California services.[13][30] Washington state ordered an additional unit to replace the one lost in the
2017 Washington train derailment and two more in connection with its purchase of new Siemens trainsets.[49][50]
A total of 66 locomotives (32 base and 34 options) were ordered for Amtrak state corridors in this contract: 22 for California, 11 for Washington state, and 33 for the Midwest states.[51][52] Another 8 options were exercised by
MARC, bringing total contract orders to 74.[53]
Brightline
In September 2014,
Brightline purchased ten SCB-40 locomotives with options for an additional eleven.[54][55] The locomotives are used in pairs, bookending four passenger cars (expandable to seven) on Brightline's
Miami–
West Palm Beach service. The SCB-40s have a streamlined front end that conceals the front coupler behind a removable nose cone and produce a maximum of 4,000 hp (3,000 kW) instead of the 4,400 hp (3,300 kW) on the SC-44.[56][8] Brightline later ordered five additional trainsets and one extra locomotive (eleven locomotives total) for use on the extension to Orlando, with delivery between September 2021 and 2023.[57] These locomotives have been able to reach speeds of up to 130 mph.[58] As of February 19, 2023, all trainsets and the spare locomotive have been delivered to Brightline.[59]
Coaster
In June 2018, the
North County Transit District Board of Directors approved the purchase of five SC-44s for its San Diego-area
Coaster commuter rail service, replacing five older
F40PH locomotives.[60] Deliveries began in August 2020 and are expected to conclude in the spring of 2021.[61] Two additional units were approved in June 2019, and another two in September. These additional locomotives will replace two existing F59PHI locomotives and allow increased service levels.[61][62] The first five locomotives entered revenue service on February 8, 2021.[63] Two more units were approved in 2020, and the last four entered service in 2023.
Exo
In January 2022, Montreal's
Exo ordered 10 Siemens Chargers to update the fleet. They are planned to replace the aging
F59PH locomotives.[64]
MARC
MARC announced in August 2015 that it was seeking $58 million to purchase eight locomotives to replace their aging electric-powered
AEM-7 units, with deliveries planned for late 2017.[65] The purchase was approved by the
Maryland Board of Public Works on September 16, 2015.[66] The MARC order uses part of the Amtrak state-corridor options.[53] The first MARC Charger was shipped from the Siemens factory in early December 2017, and began testing in mid-January 2018.[67]
Immediately after awarding the contract, Metro-North ordered an additional eight locomotives from its options, and ConnDOT ordered six from its options, bringing the total order to 33. The additional units will allow for the complete replacement of the P32AC-DM locomotives in the Metro-North equipment pool and allow for service increases on the Danbury and
Waterbury branches. Delivery of the 33 locomotives is expected to be completed in 2027.[70]
After the orders, as of March 2024, the contract still has options for 32 locomotives for Metro-North, 66 for LIRR, 26 for NYSDOT and 19 for ConnDOT.
Ontario Northland
In December 2022, the
Government of Ontario and
Ontario Northland announced a CA$139.5 million investment to reinstate the Northlander passenger service between
Timmins and
Toronto. The government news release mentioned that the three new trainsets (each with three
Siemens Venture passenger cars) will be built by Siemens Mobility and paired with Charger locomotives that will meet the latest EPA Tier 4 diesel emission standards.[71][72]
Trinity Railway Express
In February 2024, five locomotives were purchased for use on the
Trinity Railway Express (TRE) commuter rail service operating in the Dallas/Fort Worth area. Delivery of the first locomotives is expected around summer 2026. The five locomotives are intended to replace the oldest units in the existing TRE fleet. TRE has the option to purchase up to six additional locomotives under the contract.[73][74]
Via Rail
In December 2018,
Via Rail ordered 32 bi-directional trainsets each powered by one SC-44 locomotive for use on the
Québec City–Windsor Corridor.[75] As with several other orders, the trainsets will use Siemens Venture passenger cars.
The first of VIA Rail's trainsets were delivered on September 29, 2021, to VIA Rail in Montreal, crossing into Canada via Sarnia, Ontario.[76] When the locomotives' final paint scheme was unveiled by VIA Rail in May 2021, the locomotive was designated as an SC-44,[77] but when delivered the locomotives' designation had been changed to SCV-42.[76] The trainsets entered service in 2022.
^Ruppert, Daniel P. (February 25, 2022).
"Update on Acquisitions And Capital Programs"(PDF). PRIIA Section 305 Next Generation Corridor Equipment Pool Committee (NGEC). pp. 7, 8. Archived from
the original(PDF) on March 7, 2022. Retrieved March 2, 2022.
^Paul, Joe Sr.; Welsh, Michael; Kraft, Michael (February 2024).
"Amtrak New Fleet Acquisition Updates"(PDF). Next Generation Corridor Equipment Pool Committee. p. 2.