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

[thefirewarde]

Airo is relevant because an APV derived solution is IMO the most likely way to get dual mode diesel + electric Long Distance equipment.

If the APVs work out on Airo, when Amtrak expands the Single Level LD fleet they're likely to ask about adding dual mode capability. It's relevant on the Cardinal, Crescent, Meteor, Star, and if they already have the technology in service, why not use it and get an order of Airo 2 long distance coach equipment? Then you add in the Lake Shore Limited and etc if the NYC-Albany project eventually gets started, etc. By the time Amtrak is ready to order new single level LD equipment they'll know if Airo was a good idea or not.

 

[lamegaming]

I agree, it's a good idea to wait until Airo has been tested out before making more purchases

 

[Agent]

I caught 365 and 367 deadheading on Amtrak #6(04) yesterday. The train was running just under an hour late out of Ottumwa, Iowa.

 

[HalftoneCHI IDTX 4611]

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.

NJ Transit's dual mode locomotives are called ALP45DPs.

 

[HalftoneCHI IDTX 4611]

A friend shared with me that a Midwest Charger got a new nose. Not sure if it's been posted before.

View attachment 37502

That is an awesome shot of 4626. I like the paint design that goes well with the locomotive.

 

[Paniolo Man]

I may have missed news, has it been decided if 300 will be repaired?

 

[Acela150]

I may have missed news, has it been decided if 300 will be repaired?

Already repaired by Delaware Car Company in Wilmington IINM.

 

[Agent]

Sky Rider posted a video yesterday of AMTK 362 and 366 in a ferry move fresh from the factory.

 

[Agent]

Yesterday, I caught Amtrak #6(15) running on time east of Ottumwa, Iowa with the deadheading 362 and 366.

 

[frequentflyer]

Interesting how Amtrak's latest livery on the locomotives match with the older Phase IV on the passenger cars better.

 

[frequentflyer]

With Genesis locos being repainted, when will all of the Siemens orders be on the property?

 

[Goldspike_Railfanning]

With Genesis locos being repainted, when will all of the Siemens orders be on the property?

The remaining ALC-42s will probably take 2-3 years to be fully delivered. After about four-ish years, we're about to see the delivery of the first 75. But there's also the Airo sets coming in which will take more time. Good thing that second facility in Lexington will be in operation soon.

 

[Agent]

Yesterday, Amtrak #5(10) left with a Charger apparently in service (lights were on at least) in between two Genesis engines. This is the first ALC to go west on #5 since mid last year, if I remember right.

 

[Agent]

To update on the Zephyr Charger; the unit, AMTK 341, did not stay with #5(10). I read it was dropped off at Lincoln, Nebraska. #5(12) evidently picked it up last night as Marne_KJ-80701 caught it at Fort Morgan, Colorado this morning.

 

[Cal]

Did they wye it in the middle of nowhere or?

 

[Amtrak25]

Why Lincoln, NE ?

 

[Agent]

Did they wye it in the middle of nowhere or?

It was facing the same direction on both trains, so I see no indication that 341 was wyed.

What I have seen is that 341 was dropped off again, as it was spotted sitting at Denver Union Station yesterday.

 

[Cal]

It was facing the same direction on both trains, so I see no indication that 341 was wyed.

Wasn't sure about that, thanks.

 

[Agent]

Amtrak #6(13) is carrying two brand new Chargers eastward. Marne_KJ-80701 caught AMTK 368 and 369 on this train at Fort Morgan on Saturday night.

 

[Agent]

I caught #6(13) with 369 and 368 running six minutes late through the ice and fog east of Ottumwa, Iowa this morning.

 

[Septa9739]

This YouTube video took (I think) an interesting look at the new equipment being delivered nationwide. It main assertion is that the problem with the new equipment isn’t with the manufacturers but with the receiving railroads. Brightline e.g. has apparently no major issues, because they spend heavily on maintenance. My objection to the premise, if it is true, is that a brand new locomotive shouldn’t need to be shopped nightly and tinkered with. If all this technology is so great, why could equipment from the twentieth century roll off a line, enter service, run on a standard maintenance cycle, go for millions of miles, and last decades beyond expectation? Personally, if it is true, Amtrak should look to buy simple equipment with as few parts to fail as possible.

 

[JamesWhitcombRiley]

This YouTube video took (I think) an interesting look at the new equipment being delivered nationwide. It main assertion is that the problem with the new equipment isn’t with the manufacturers but with the receiving railroads. Brightline e.g. has apparently no major issues, because they spend heavily on maintenance. My objection to the premise, if it is true, is that a brand new locomotive shouldn’t need to be shopped nightly and tinkered with. If all this technology is so great, why could equipment from the twentieth century roll off a line, enter service, run on a standard maintenance cycle, go for millions of miles, and last decades beyond expectation? Personally, if it is true, Amtrak should look to buy simple equipment with as few parts to fail as possible.

The video ignores the cold weather explanation, if it is one. Still it has interesting assertions: that Amtrak spends less (or less wisely) on maintenance than Brightline, does not have full shops at every endpoint, and has the diesel engines specified to a higher horsepower, and it describes what that does to the engine. It also says the engine should be shut down rather than idled at stops of any significant length, and Brightline always has shore power for that. HEP power to the passengers if the locomotive conks out in the wild I'm not sure is mentioned, or maybe it is along with Brightline running double-headed. (The video does mistakenly say the southern facility for Brightline is in Miami instead of West Palm.)

I'd say a diesel that saves fuel and pollutes less is going to be complex, not simple. I recently asked a service manager at a car dealership if they could still pressure test the engine cylinders on a hybrid like we did in the old days, screw out a spark plug and put a gauge on the hole. He said no.

 

[railiner]

Personally, if it is true, Amtrak should look to buy simple equipment with as few parts to fail as possible.

Yeah!! Bring back steam!!

 

[Septa9739]

The problem is if they don’t maintain that, it could blow up.

Then we’ll be sitting around wishing they kept the chargers.

 

[Cal]

It main assertion is that the problem with the new equipment isn’t with the manufacturers but with the receiving railroads.

This has been talked about here on AU multiple times before. I believe other railroads have made Maintenance contracts with Siemens for their equipment, but Amtrak hasn't, which could be a contributing factor.