Amtrak’s new ALC-42 Charger locomotives have experienced a spate of winter-related operating failures that the passenger carrier is working with builder Siemens Mobility to address.
A report on the website of Trains magazine, said the repair work is focused on software and hardware modifications.
ALC-42 locomotives, which began revenue service last year, have only been regularly assigned to three long-distance routes but are expected to become the primary motive power in the long-distance network as P42DC locomotives are retired.
The weather related issues have been particularly acute on the Chicago-Seattle/Portland Empire Builder, which was the first train to receive ACL-42 Chargers.
A Siemens spokeswoman told Trains that the problems causing en route failures of the Charger locomotives have been identified and are being addressed.
The spokeswoman said those problems have caused some instances of ALC-42s losing power “under very specific and unusually extreme circumstances prompted by drastic temperature changes.”
Amtrak has ordered 125 ALC-42s, which are similar in design to SC44 Chargers used on corridor trains in the Midwest and California.
In the first months of operation, Amtrak has typically paired an ACL-42 with a P42DC.
The Trains story indicated that the Chicago-Washington Capitol Limited will be the next long-distance train to receive ALC-42 units
Nos. 29 and 30 usually operate with one P42DC over the length of their route.
Amtrak’s new ALC-42 Charger locomotives are operating on three long-distance routes, but not all trains on those routes are yet pulled by the Siemens-built locomotives.
A report on the website of Railfan and Railroad magazine said Chargers have seen service in recent weeks pulling the Empire Builder (Chicago-Seattle/Portland), the City of New Orleans (Chicago-New Orleans) and the California Zephyr (Chicago-Emeryville, California).
Four ALC-42 locomotives were in the motive power of a recent eastbound California Zephyr, although just two of them were online with the other two new deliveries being towed.
Those new deliveries were later towed by the Chicago to Washington Capitol Limited.
Amtrak spokesman Marc Magliari told the magazine that it will be some time before all runs on the three aforementioned routes will be covered by ALC-42 units.
Magliari said 11 Chargers are in service in long-distance train service but not all 11 are necessarily operating at the same time.
At least 25 locomotives are needed to cover all runs of the three routes.
The ALC-42 Chargers debuted last spring on the Empire Builder. It was a troubled inauguration with technical issues hindering the positive train control system of the locomotives.
Those issues largely have since been worked out.
The Railfan and Railroad report said that often an ALC-42 is paired with a P42DC. The report said typically the Charger trails the P42 on westbound trips of the Empire Builder.
However, Chargers have worked as solo units on the City of New Orleans in recent weeks. Between Chicago and Carbondale, Illinois, on the City route, Amtrak crews are already familiar with similar locomotives, the SC-44 Chargers.
On the Empire Builder route, an ALC-42 often leads Train 7 from Spokane, Washington, to Seattle as a solo unit while a P42 pulls the Portland section.
Amtrak has agreed to purchase 125 ALC-42 units and all of them are expected to be in revenue service as replacements for P42 and P40 units by 2029.
Amtrak emphasized achievements in becoming more environmentally friendly in its 2021 sustainability report that it released last week.
The report noted that much of the new equipment it plans to purchase with funding made available by the Infrastructure Investment and Jobs Act will be more “climate friendly.”
This will include dual-power equipment that can operate on electricity or diesel power.
The dual-power equipment is slated to be assigned to the Northeast Corridor and select state-funded corridor routes.
New Siemens-built ACL-42 Charger locomotives being phased into revenue service on long-distance routes meet the fuel efficiency standards of EPA Tier 4 standards, Amtrak said.
This includes emitting 89 percent less nitrogen oxide and 95 percent less particulate matter than the P42DC locomotives being replaced.
Other highlights of the report included the Amtrak Connects US plan that was released during federal fiscal year 2021 that calls for development of 39 new routes and enhancement of 25 existing routes.
The passenger carrier said it has designed and deployed solar-powered technology to improve security on the Northeast Corridor in preparation for the launch of new Acela service.
Amtrak’s sustainability report said train travel is on average 46 percent more energy efficient than travel by car and 34 percent more efficient than domestic air travel.
Amtrak said on Thursday it expects to place in service by 2029 another 50 ALC-42 locomotives that it has ordered from Siemens Mobility.
The passenger carrier had said in February it planned to buy the additional Charger locomotives, but this week’s announcement indicated that terms of the purchase have now been completed.
A handful of the 4,200-horsepower locomotives have begun revenue service on the Chicago-Seattle/Portland Empire Builder with additional Chargers slated to soon begin pulling the City of New Orleans between Chicago and New Orleans.
In all Amtrak plans to buy 125 ALC-42 units to be used on long-distance routes and select corridor routes in the national network.
The Chargers are replacements for aging General Electric-built P42DC and P40 locomotives that began operating in the 1990s.
The ALC-42 locomotives are similar to SC-44 locomotives built by Siemens that now pull corridor trains in the Midwest, California and Pacific Northwest.
Amtrak’s first order of 75 ALC-42 locomotives was announced in 2018. That order plus the supplemental Chargers it now has on order are expected to cost $2 billion for the locomotives and a maintenance support program.
The new Chargers are Tier 4 compliant and will be built in Sacramento, California.
Amtrak P42DC No. 68 sits at the engine facility in Chicago on May 20, 2013. The ALC-42 Charger is the next generation of Amtrak motive power. (Amtrak photo)
The February issue of Trains magazine had a list of things that railfans need to seek out in 2022 because they are endangered.
Among them are Amtrak P42DC locomotives. What? Are you serious?
Like many railroad photographers I can’t wait for the day when Amtrak trains are no longer being led by the ubiquitous P42s with their blue and silver Phase V livery.
It seems as though those locomotives have been around for about as long as Amtrak has even though they actually date to the 1990s. I have hundreds of photographs of the P42s in action, particularly those in the Phase V livery.
I am more than ready for a new look to Amtrak’s motive power.
Well, it’s true the P42 is endangered although far from being on the verge of being extinct.
Amtrak in 2019 placed an $850 million order with Siemens Mobility for 75 ALC-42 Charger locomotives and recently announced it would buy 25 more.
The plan is to use the Chargers to replace P42s and P40s in the national network. That means primarily long-distance trains but some corridor trains will also see ALC-42 Chargers on the point, including the New York-Pittsburgh Pennsylvanian.
The ALC-42 Chargers are similar to the SC-44 Chargers used to pull Midwest corridor trains. They have similar appearances but the specifications of the two models are different.
The Charger era at Amtrak got off to a less than auspicious start on Feb. 8. ALC-42 Nos. 301 and 302 were assigned to pull the Empire Builder out of Chicago that day but when No. 7 departed Chicago Union Station a P42DC was on the point and Nos. 301 and 302 were relegated to trailing unit duty. The explanation given was the 301 had technical issues with its positive train control system.
That hiccup notwithstanding, the Charger era is here although it will be more than a year and maybe two years before the ALC-42 becomes the dominant everyday motive power.
In the Trains article, author Chris Guss said it is time to document the P42 because although they may seem mundane now they will be appreciated later.
He wrote that he heard friends say decades ago that they wouldn’t photograph another train led by a pair of green Burlington Northern SD40-2s because they seemed to be on every train.
Guss said those statements made sense at the time, but now those BN “green machines” have given way to BNSF wide-cab “pumpkins” and some photographers – himself included – regret not documenting the green SD40-2s more often.
It’s a valid point. By the late 1970s and throughout the 1980s, boxy-looking F40PH locomotives were the Amtrak standard and many photographers tired of them, too.
The EMD-built F40 gave way to the Genesis line of GE-built passenger locomotives. The first of those was a class of 40 P40 locomotives that began arriving in 1993.
The Genesis family expanded with P32DMAC units that were ordered to replace FL9s in New York. The P42DC came along in 1996.
Altogether Amtrak has had 207 P42s (roster numbers 1 to 207), 17 P32s (roster series 700), and 43 P40s (roster series 800). Those figures include units “retired” due to wreck damage or sidelined for other reasons.
All models in the Genesis family were introduced in the Phase III livery. That gave way to Phase IV starting in 1997, which lasted only a few years until Phase V came arrived in 1999.
If I have any regrets, it is that I didn’t photograph more of the Phase III and Phase IV Genesis units.
The dominance of the Phase V era coincided with my interest in railroad photography intensifying, something that began to happen about 2004.
The F40 era didn’t vanish overnight and neither will the P42/P40 epoch. During the 1990s it was common to see a P40 working in tandem with an F40. Similar mixed motive power consists can be expected to occur with combinations of ACL-42 and P42/P40 units.
What you are unlikely to see, though, are ACL-42s mixed with SC-44s. The latter units are owned by state departments of transportation and were bought by those agencies for the express purpose of pulling corridor trains that they fund.
The Chargers in Midwest corridor service carry Illinois Department of Transportation reporting marks.
The Genesis era is likely to last through at least 2024 when Amtrak expects to take delivery of the last of the original 75 ALC-42s ordered in 2019.
Officials have not said how long it will be before the next 25 ALC-42’s begin to arrive.
The first ALC-42s have arrived wearing a Phase VI livery that is intended to be used by only a handful of the units. Amtrak plans to introduce this spring its Phase VII livery that will adorn the bulk of the Charger fleet.
If there is anything to be excited about with the changes coming in Amtrak’s motive power fleet it is the prospect of documenting locomotives in something other than Phase V.
It is not so much that I have grown bored with the P42 as such but I’m tired of the Phase V look.
The next two to three years will present opportunities for railfan photographers to document some interesting views including short-lived combinations. That will include combinations of P42s and ALC-42s with mixed liveries.
Amtrak also released last year a few P42s in one-off liveries including the Midnight Blue look for No. 100. No. 46 wears the Phase V scheme but with a gold 50th anniversary herald. No. 160 has the modified Phase III livery used to introduce the P32-8 locomotives in 1991.
Earlier this year P42 No. 203 received a tribute livery to Operation Lifesaver.
But perhaps the most sought after one-off livery is the “Day One” scheme applied to ALC-42 No. 301, which mimics a look applied to Penn Central E8A No. 4316 for ceremonies held on May 1, 1971, to trumpet the arrival of Amtrak.
Of course a handful of P42s are still out there in retro Phase I, Phase II, Phase III and Phase IV liveries that were brought back to celebrate Amtrak anniversaries.
Among the interesting factoids about the new Chargers is that the initials denote Amtrak Long-Distance Charger.
The Chargers have 4,200 horsepower capability, which is less than the SC-44, but the ALC-42 has larger fuel tanks and increased head-end power.
Amtrak and Siemens have touted how the Cummins QSK95 prime mover of the ACL-42, which is built in Seymour, Indiana, is Tier 4-compliant. The locomotives themselves are being assembled in Sacramento, California.
I’ve photographed the SC-44 Chargers numerous times and one characteristic I’ve noticed about them is how bright their headlights are.
They are brighter than any freight locomotive headlight I’ve seen coming down the tracks. I also have noticed the ditch lights of the SC-44 flash in a slower sequence than those of freight locomotives.
I’m looking forward to documenting the transition era between the Genesis and Charger eras but I’m still not sure I’m going to pine for the days when every Amtrak train had a Phase V livery P42 on the point.
Simply put, I have enough photographs of those locomotives and I don’t think I will miss them all that much once they’re gone.
The Charger era on Amtrak’s long-distance network begins today.
Railfan & Railroad magazine reported on its website that two Siemens-built ALC-42 locomotives are slated to lead the westbound Empire Builder out of Chicago Union Station, making this the first revenue run for new passenger units.
Amtrak plans to replace P42DC locomotives with the ALC-42 Chargers, which are similar in design to the SC-44 Chargers that have been in service on Amtrak’s Midwest corridor routes for more than three years.
The Railfan & Railroad report said the lead unit on Train 7 will be “Day 1” heritage locomotive 301. The training unit will be No. 302.
One of the units will lead the Seattle section while the other will lead the Portland section west of Spokane, Washington.
Amtrak ALC-42 Nos. 300 and 301 were testing in Michigan last week. No. 301 is a one-off Day One 50th Anniversary unit that itself was a one-off design applied in 1971 to a Penn Central E8A for an Amtrak first day of operation ceremony. No. 300 has the Phase VI livery. I caught them resting at Jackson, Michigan, near the old New York Central shops.
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