Siemens Charger

The Siemens Charger is a family of diesel-electric passenger locomotive designed and manufactured by Siemens Mobility for the North American market. Three models are being produced: the base SC-44 locomotive designed to haul traditional passenger cars in inter-city rail service, the SCB-40 locomotive designed to pair with the Siemens Venture passenger car trainset in inter-city rail service, and the ALC-42 locomotive designed to haul traditional passenger cars in long distance rail service.

Siemens Charger
WSDOT SC-44 No. 1401 at King Street Station in Seattle
Type and origin
Power typeDiesel-electric
BuilderSiemens Mobility
Order number
Model
  • SC-44
  • SCB-40
  • ALC-42 (planned)
Build date2016–present
Specifications
Configuration:
​
 • AARB-B
 • UICBo′Bo′
Gauge4 ft 8 1⁄2 in (1,435 mm)
TrucksSiemens model SF4
Wheel diameter44 in (1,118 mm)
Minimum curve250 ft 0 in (76.20 m)
Wheelbase32 ft 6 in (9.91 m) (between truck centers)
Length71 ft 6 in (21.79 m)
Width10 ft 0 in (3.05 m)
Height12 ft 6 in (3.81 m) (roof)
14 ft 4 in (4.37 m) (roof shroud)
Axle load67,500 lb (30,617 kg)
Adhesive weight100%
Loco weight264,556 lb (120,001 kg)
Fuel typeDiesel
Fuel capacitySC-44/SCB-40: 1,800 US gal (6,800 l; 1,500 imp gal)
ALC-42: 2,200 US gal (8,300 l; 1,800 imp gal)
Prime moverCummins QSK95
RPM range600-1800
Engine type45° V16, four stroke cycle
AspirationTurbocharged
Displacement95 liters (5,800 cu in)[1]
Traction motorsSiemens AC Traction Motors
978 hp (729 kW) each
Cylinders16
Cylinder size5.9375 liters (362.33 cu in)
TransmissionAC-DC-AC
MU workingYes
Train heatingLocomotive-supplied head-end power; 660 kW 3-phase, 60 Hz, 480 VAC
Ratings up to 1000 kW available
Loco brakeDynamic / Regenerative / Electropneumatic
Train brakesElectropneumatic
Safety systemsFRA standards
ACSES II
WABTEC I-ETMS Positive Train Control
Performance figures
Maximum speed125 mph (201 km/h)
Power outputSCB-40: 4,000 hp (3,000 kW)
SC-44: 4,400 hp (3,300 kW)
ALC-42: 4,200 hp (3,100 kW)
Tractive effortStarting: 290 kN (65,000 lbf)
Continuous: 275 kN (62,000 lbf)
Factor of adh.4.07 (24.57%)
Data refers to the following except where noted:[2][3]

The first production SC-44 unit was unveiled on March 26, 2016. The first SC-44 unit went into Amtrak revenue service on August 24, 2017, followed by the SCB-40, which inaugurated Brightline service on January 13, 2018.

Design

The Charger is powered by a Cummins 16-cylinder QSK95 4-stroke high speed diesel engine, which is designed to meet EPA Tier IV emissions standards that took effect in 2015.[4] Power output varies by model: the SCB-40 produces 4,000 hp (3,000 kW),[5][6] the SC-44 produces 4,400 hp (3,300 kW), and the ALC-42 produces 4,200 hp (3,100 kW).[7][8] The top speed in service is 125 mph (201 km/h), but MARC is the only operator currently operating the Charger at that speed.[9]

The locomotive shares much of its overall design with 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.[2]

In response to a 2013 Request for Information from Metro-North Railroad, Siemens said they would be capable of producing a dual-mode variant of the Charger with onboard energy storage for use by Metro-North and Long Island Rail Road, as well as intercity service on Amtrak's Empire Corridor.[10]

California units have an aerodynamic "spoiler" on the rear roof that matches the height of bi-level California and Surfliner cars.[11]

Service history
Caltrans Charger pushing a San Joaquin train at Oakland – Jack London Square station in November 2017

The first production SC-44 unit was unveiled on March 26, 2016.[12] The first two Charger locomotives to leave Siemens' factory in Florin, California were transported to the Transportation Technology Center (TTCI) in Pueblo, Colorado in June 2016 and underwent testing of performance metrics such as acceleration and braking.[13][14] The first Brightline SCB-40 locomotives were delivered in December 2016 to undergo testing in Florida.[15]

In February 2017, Amtrak and WSDOT began testing one of the Midwest-bound locomotives for federal certification along the Cascades corridor in the Pacific Northwest.[16][17] Test runs were conducted on the Midwest and Northern California routes in April and May.[18] Testing at up to 135 miles per hour (217 km/h) at TTCI, on the corridors, and on the Northeast Corridor in September 2016 resulted in a federal certification for 125-mile-per-hour (201 km/h) operations.[19]

Revenue testing on the Capitol Corridor and San Joaquins routes in Northern California began on May 25, 2017.[20] During these tests, the trains operated with a second locomotive in case of failure.[21] The Northern California units were formally accepted and approved for solo service on October 23, 2017.[22] 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.[19][23] Revenue service on the Cascades route began in November 2017.[24]

On December 18, 2017, Washington state SC-44 #1402 was wrecked in a derailment of a Cascades train on the Point Defiance Bypass.[25]

Brightline began revenue operations with its SCB-40 locomotives on January 13, 2018.[26] The first Chargers for MARC began testing that month, and revenue service began on April 5, 2018.[27][28] Pre-revenue testing began on the Pacific Surfliner in October 2018; revenue service began later that year.[29][30]

Customers

Altamont Corridor Express

California regional commuter line Altamont Corridor Express ordered four SC-44 locomotives in April 2018, with deliveries beginning in December 2019.[31]

Amtrak

On December 21, 2018, Amtrak placed an order for 75 Chargers with an option to purchase up to 100 more. The first locomotive is expected to enter service in 2021 with the last by 2024.[32] Assembly of the first locomotive has begun in March 2020.[33]

The Amtrak variant of the Charger, designated ALC-42, has some changes from the baseline SC-44 to make it better suited for long-distance service. These changes include additional positive train control systems for nation-wide service, larger diesel fuel tank (2,200 US gallons (8,300 litres) instead of 1,800 US gallons (6,800 litres)), larger diesel exhaust fluid tank, larger sand tank, extended nose section with remodeled headlights to increase reparability, and prime-mover de-rated to 4,200 horsepower (3,100 kW) to lengthen maintenance intervals.[34] On August 5, 2020, Amtrak announced that one of the first six locomotives will be painted to commemorate 50 years of Amtrak service, and the other five in the preliminary "Phase VI" paint scheme.[35]

Amtrak state-supported corridors
An IDOT SC-44 in Chicago

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[36][9] In 2015, IDOT ordered 12 additional units for use on the upgraded Lincoln Service corridor.[37] 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.[11][29] Washington state ordered an additional unit to replaced the one lost in the 2017 Point Defiant Bypass derailment.

A total of 64 locomotives (32 base and 32 option) were ordered in this contract: 22 for California, 9 for Washington state, and 33 for the Midwest states.[38][39]

Brightline
Streamlined version, SCB-40, built for Brightline and Via Rail

In September 2014, Brightline purchased ten SCB-40 locomotives with options for an additional eleven.[40][41] The locomotives are used in pairs, bookending four passenger cars (expandable to seven) between MiamiCentral and West Palm Beach station, with a future expansion planned to the Orlando Airport. The Brightline locomotives are built with a streamlined front end, concealing 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.[42][6] 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.[43]

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.[44] Deliveries began in August 2020 and are expected to conclude in the spring of 2021.[45] 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.[45][46]

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.[47] The purchase was approved by the Maryland Board of Public Works on September 16, 2015.[48] The MARC order uses part of the Amtrak state-corridor options.[49] The first MARC Charger was shipped from the Siemens factory in early December 2017, and began testing in mid-January 2018.[50]

VIA Rail Canada

In December 2018, VIA Rail Canada ordered 32 bi-directional trainsets powered by SCB-40 locomotives from Siemens for use on the Québec City–Windsor Corridor.[51]

Metro-North Railroad

In December 2020, Metro-North Railroad board approved a Federal Transit Administration-funded $335 million contract for 27 dual-mode locomotives, based on the Charger design. The new locomotives will replace the 27 existing GE Genesis locomotives used on the Hudson Line, Harlem Line, and Danbury Branch; they will use third rail electric power to enter Grand Central Terminal. The first 19 locomotives will be completed within 67 months (mid-2026). The order includes additional options for up to 144 more locomotives: 32 for use by Metro-North, 66 for the Long Island Rail Road, 20 for the New York State Department of Transportation (for Amtrak Empire Service trains), and 20 for the Connecticut Department of Transportation.[52][53]

Metro-North Rail Commuter Council's vice chairman previously announced in July 2018 that the agency was considering purchasing 15 SC-44 locomotives to replace the current fleet of locomotives for the Port Jervis Line.[54]

Possible future orders

Chargers are planned (but have not been purchased) for the Northern Lights Express, a proposed higher-speed passenger service in Minnesota.[55]

See also
  • EMD F125 – competing Tier 4 passenger locomotive
  • MPI MPXpress MP54AC – competing Tier 4 passenger locomotive

References
  1. "QSK95 For U.S. EPA Tier 4/EU Stage IIIB And EPA Tier 3/EU Stage IIIA". Cummins. 2014. Retrieved January 3, 2016.
  2. "Charger Diesel-Electric Locomotive: All Aboard Florida" (PDF). Siemens Mobility. 2014. Archived from the original (PDF) on June 23, 2016. Retrieved January 3, 2016.
  3. "Charger Diesel-Electric Locomotive: IDOT, Caltrans, WSDOT" (PDF). Siemens Mobility. 2014. Archived from the original (PDF) on June 24, 2016. Retrieved January 3, 2016.
  4. TRAINS Magazine (February 19, 2016). "Siemens Charger locomotive receives a Cummins engine" – via YouTube.
  5. Glucksman, Marc (2018). "The Siemens Diesel-Electric Series". Passenger Train Journal. 42 (1): 18–21.
  6. C. Vantuono, William (July 5, 2017). "Brightline going biodiesel". Railway Age. Retrieved February 13, 2018.
  7. Guss, Chris (July 2016). "SC-44s on the horizon". Trains. 76 (7): 17.
  8. "Amtrak Prepares for New Diesel Locomotive Fleet". Amtrak Media. August 5, 2020. Retrieved August 10, 2020.
  9. "Specification for Diesel-Electric Passenger Locomotives" (PDF). Amtrak. July 10, 2012. Retrieved January 3, 2016.
  10. "A.4 Technical Explanation for 110 MPH Sustained Speed". A.4 Technical Explanation for 110 MPH Sustained Speed. Federal Railroad Administration. Retrieved September 16, 2016.
  11. "Cleaner Locomotive Fleet Powers Up: 22 New Units Ordered for State-Supported Amtrak Corridors" (PDF). The Mile Marker. Caltrans. December 2016. pp. 31–32.
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  13. "First Siemens Charger locomotives head to TTCI". Railway Age. June 22, 2016.
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  15. "First Brightline trainset delivered". Railway Gazette. December 14, 2016.
  16. Chirls, Stuart (February 15, 2017). "New Amtrak Charger locomotives testing on Cascades route". Railway Age.
  17. Gunnoe, Chase (February 20, 2017). "Amtrak Cascades route begins testing Siemens 'Charger' locomotive". Trains.
  18. "New Siemens Charger Locomotives Begin Testing" (Press release). Illinois Department of Transportation. April 19, 2017.
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  33. King, Charles (February 21, 2020). "Amtrak Procurement - NGEC Annual Meeting" (PDF). Next Generation Equipment Committee.
  34. Federal Railroad Administration (January 10, 2020). Petition for Waiver of Compliance. 85 FR 1371
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Further reading
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