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

[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.

 

[Tom C]

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.

That isn’t correct. Amtrak does for the units they own. The state owned equipment does not. This video is pure railfan speculation and is simply a compilation of all the common rumors and speculation on railfan boards and presenting it in a video and includes very little actual evidence to support this assertion.

While I am not implying that Amtrak’s practices are perfect, Siemens has had to make a plethora of software and field modifications to address design issues since the ALC-42 units have entered service and the reliability trend of ALC-42 units has trended up since initial delivery - not down which one would expect if maintenance was the culprit. The bottom line is these guys really don’t know what they’re talking about but think they do because they read Train Orders and railfan social media groups.

The bottom line of this video is the typical foamer narrative - organizations like Amtrak should be buying and rebuilding older equipment because it is simpler (in reality it’s because that’s what railfans would like because they prefer the traditional EMD/GE look of freight power and because well old and traditional good new bad.) You can’t just rebuild old stuff forever and federal rules are pushing tier IV for new power.

 

[AmtrakBlue]

Siemens Mobility is GROWING and seeking to fill 2 NEW Additional Mechanical Desk Engineer positions in the Wilmington, Delaware facility. This job entails direct support in fleet monitoring and maintenance planning for the Siemens Locomotives and duties to support Siemens Customer Service. The Mechanical Desk Engineer also provides technical oversight to the contractual depots and administrative services to the Siemens Reliability and Service Managers. This position requires on-site attendance in Wilmington, Delaware and works a day shift to include weekends and holidays. Individuals must have flexibility to work all shifts.

 

[Caesar La Rock]

A lot of railfans also overlook the fact that the Genesis locomotives also had their fair share of issues. Often being paired up with F40s for a number of years, before the software issues they had were addressed. Anyone thinking Siemens isn't doing enough upgrades to make the ALC-42s reliable are simply foolish and impatient.

The same individuals are also quick to point at Via Rail a lot. Ignoring the fact that Via Rail has to rebuilt it's equipment out of necessity, not because they want too. Amtrak's maintenance practices may leave a lot to be desired, but they're still able to put out trains on the tracks.

 

[Tom C]

VIA is also having issues with its new trainsets so it’s not just Amtrak. It’s great that Brightline is able to do what they do but they also have a closed system that allows them to manicure their equipment in the way they do. There May some lessons that are applicable to VIA and Amtrak from their approach but in practical terms a facility like what Brightline has in Florida isn’t exactly practical at every turnaround point on the Amtrak network some that see only one train a day.

 

[alanh]

A lot of railfans also overlook the fact that the Genesis locomotives also had their fair share of issues. Often being paired up with F40s for a number of years, before the software issues they had were addressed. Anyone thinking Siemens isn't doing enough upgrades to make the ALC-42s reliable are simply foolish and impatient.

The same individuals are also quick to point at Via Rail a lot. Ignoring the fact that Via Rail has to rebuilt it's equipment out of necessity, not because they want too. Amtrak's maintenance practices may leave a lot to be desired, but they're still able to put out trains on the tracks.

I was going to bring that up: initially they were having to reboot the Genesis locomotives constantly.

Mechanical equipment is heavily software dependent now, but the software quality has consistently been terrible. I don't know what particular problems the Chargers are having but I'll bet the fixes involve a USB stick more often than a wrench.

 

[Tom C]

I heard an anecdotal report from someone on the internet that eventually GE gave Amtrak more access to the software after prodding which helped reduce en route service interruptions. The same person stated that Amtrak has been pushing to get more software access to the Chargers but Siemens has been resistant. Take it anecdotal as I don’t have any substantiated backup beyond that report but figured it was relevant to the conversation and at least seems feasible.

 

[GDRRiley]

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.

ALC-42 have one and SC-44 are getting them likely after or as part of their 8 year major overhaul.

 

[Cal]

ALC-42 have one

Oh, and they've still been somewhat unreliable on the Builder right?

 

[GDRRiley]

Oh, and they've still been somewhat unreliable on the Builder right?

There were problems with PTC (not Siemens fault), the QSK95 engine and its directly related systems (most if not all of that was outsourced to Cummins) and dynamic brake grids in the first winter but much of that was sorted out in the last year.