Amtrak Siemens Charger Locomotive (SC44, ALC42, ALC42E) (2Q 2024)

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Which routes have yet to see the ALC-42s in revenue service? Any thoughts on full implementation?

At this point, there are likely surplus P42s; is Amtrak set to scrap or sell some? I hope the ones in better shape will help the other services.

Will Amtrak keep any around after the Airos are finished delivery?
 
They manage 30 minute engine changes already. I don't think a two hour hold is insurmountable.

I thought for some reason there would be Chargers on the NEC that have a pantograph, so they wouldn't need to change the loco out at WAS. Maybe I've misread something or had my hopes up?
 
I thought for some reason there would be Chargers on the NEC that have a pantograph, so they wouldn't need to change the loco out at WAS. Maybe I've misread something or had my hopes up?
I think you're confusing that with the future Airo trains that will be dual mode but will only be used for corridor service. They're being made by Siemens, but they're not Chargers, they're Airos, and they're a semi-permanently coupled trainset, not a locomotive. Or New Jersey Transit, which has some dual mode locomotives right now. Right now, anything that runs beyond the NEC has to change engines in either Washington or (for the Vermonter and Springfield trains) New Haven.
 
I think you're confusing that with the future Airo trains that will be dual mode but will only be used for corridor service. They're being made by Siemens, but they're not Chargers, they're Airos, and they're a semi-permanently coupled trainset, not a locomotive. Or New Jersey Transit, which has some dual mode locomotives right now. Right now, anything that runs beyond the NEC has to change engines in either Washington or (for the Vermonter and Springfield trains) New Haven.
Thanks. It was the Airo I was thinking about, which is in the same family as the Charger... which is based off of the Vectron, which can be sold in Europe as a dual-mode diesel and pantograph loco.
 
Thanks. It was the Airo I was thinking about, which is in the same family as the Charger... which is based off of the Vectron, which can be sold in Europe as a dual-mode diesel and pantograph loco.
But Amtrak is getting Diesel only Chargers (having one standard platform does make some sense) but they'll be able to accept traction power from behind - an APV passenger car, a battery hybrid, or potentially other sources in future.
 
I thought for some reason there would be Chargers on the NEC that have a pantograph, so they wouldn't need to change the loco out at WAS. Maybe I've misread something or had my hopes up?
The point wasn't about the engine change. It was about blocking the platform. The OP was saying that WAS handles engine changes that block that track for 30 minutes already, several times a day. Therefore, a two hour usage of a platform is not that much longer for just twice a day.
 
Yesterday, I saw that 301 (my favorite loco) was leading on #29 from DC to Chicago (which travels through the north part of Ohio).

I drove two hours up to Elyria to catch it stopping and passing through. I know that it's been pretty active over on the east coast over the past few weeks, but great to see it happening on these routes.


View attachment IMG_2502.mov
 
Extra 879 with two diesels (Siemens Charger) and an Amfleet came out of Penn Coach Yard heading "towards Baltimore". Should have gone through Philadelphia - 30th Street by 8:20PM.
 
Based on what I've read about the new Siemens Charger locomotives, it seems that the practice of changing between diesel and electric locomotives in places like Albany, New Haven, Philadelphia, and Washington DC will be eliminated for daytime trains but retained for night trains (i.e. Cardinal, Crescent, & Silver Service). Is my understanding of this situation accurate here?
 
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