The first two Siemens SC-44 Charger diesel passenger locomotives have arrived in Colorado for the start of testing at TTCI’s Pueblo, Colo., facility.
Illinois Department of Transportation (IDOT) awarded Siemens a $228 million contract in 2014 to supply 32 of the 125-mph diesel-electric locomotives for use on Amtrak services in the states of Illinois, California, Michigan, Missouri and Washington. The locomotives are being assembled at the Siemens plant in Sacramento, Calif., and the first units are due to be accepted by IDOT in December.
The first options for additional units were exercised in November 2015, when the states of California, Illinois and Maryland ordered a total of 34 locomotives.
In September 2014, Florida East Coast Industries subsidiary All Aboard Florida ordered 10 Charger locomotives to operate its Brightline higher-speed passenger service from Miami to Fort Lauderdale and Orlando, which is due to be launched next year. Assembly of these locomotives is now under way at Sacramento.
The four-axle, AC-traction Charger is the first locomotive to be equipped with the Cummins QSK95 prime-mover. The 95-litre, 16 cylinder engine is rated at 4,400 hp (3.28 MW) and is equipped with Cummins’ Modular Common Rail Fuel System (MCRS) with quad-turbocharging. The QSK95 is also equipped with Selective Catalytic Reduction (SCR) exhaust aftertreatment, enabling it to meet U.S. Environmental Protection Agency (EPA) Tier 4 emissions standards.
For the last few years, Amtrak’s diesel fleet has been pretty static, excluding the rebuilt stimulus P40DC locomotives. However, weather extremes have not been kind to the fleet, and on numerous occasions a host railroad’s locomotive is leading an Amtrak train. I can only imagine the frustration a host railroad has when an Amtrak locomotive has failed on a section of their track, no less the passengers.
The new SC-44’s, as the Chargers are being called, will free up in the Midwest upwards of about 20 locomotives that Amtrak should have overhauled immediately. When Amtrak’s fleet is at peak performance, passenger satisfaction improves. Coming home from the 2014 NARP Spring Council of Representatives meeting, the locomotive I was on (all but certain it was an AEM-7) experienced technical issues a little north of the Metropark station. Eventually the issue was fixed enough so that we could continue on our way, but we were an hour late into New York City. I have read that the ACS-64 have very good reliability.
Furthermore, as locomotives are being retired, Amtrak should encourage transit agencies across the country to purchase them and even save them in the interim should a state out of the blue decide to start an intercity service or a commuter rail service. Equipment should see as much re-purposing as possible.
Hopefully in the next few years we will see much more reliable and comfortable equipment coming for Amtrak. But that means all of us in the public bring to light that Amtrak and all passenger rail operators in the United States need proper funding and regulation that allows for innovation and growth.