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96-866: The Siemens Charger is a family of diesel-electric / dual-mode passenger locomotives designed and manufactured by Siemens Mobility for the North American market. There are five variants of the Charger, tailored for different operators and types of service: ALC-42 for Amtrak long-distance service , ALC-42E dual mode for Amtrak inter-city and long-distance routes that serve the Northeast Corridor , SC-44 for Amtrak state-supported inter-city service or commuter rail operators, SCB-40 for Brightline inter-city service and SCV-42 for VIA Rail inter-city service in Canada. The first production Charger,

192-490: A CA$ 139.5 million investment to reinstate the Northlander passenger service between Timmins and Toronto . The government news release mentioned that the three new trainsets (each with three Siemens Venture passenger cars) will be built by Siemens Mobility and paired with Charger locomotives that will meet the latest EPA Tier 4 diesel emission standards. In February 2024, five locomotives were purchased for use on

288-585: A New Generation of Vehicles was a cooperative research program between the U.S. government and "The Big Three" automobile manufacturers ( DaimlerChrysler , Ford and General Motors ) that developed diesel hybrid cars. Diesel–electric propulsion has been tried on some military vehicles , such as tanks . The German armored vehicles VK 45.01 (P) , Elefant , and Panzer VIII Maus of the Second World War were petrol-electric or diesel-electric propelled. The prototype TOG1 and TOG2 super heavy tanks of

384-522: A SC-44, was unveiled on March 26, 2016, and entered revenue service on August 24, 2017. It was followed by the SCB-40, which inaugurated Brightline service on January 13, 2018. The first ALC-42 was delivered to Amtrak on June 17, 2021, and entered revenue service on February 8, 2022, on the Empire Builder . The Charger is often paired with Venture passenger cars, also built by Siemens, as part of

480-437: A combination: Queen Mary 2 has a set of diesel engines in the bottom of the ship plus two gas turbines mounted near the main funnel; all are used for generating electrical power, including those used to drive the propellers . This provides a relatively simple way to use the high-speed, low-torque output of a turbine to drive a low-speed propeller, without the need for excessive reduction gearing. Most early submarines used

576-616: A day, it is the busiest passenger rail line in the United States by ridership and service frequency. The corridor is used by many Amtrak trains, including the high-speed Acela (formerly Acela Express ), intercity trains, and several long-distance trains. Most of the corridor also has frequent commuter rail service, operated by the MBTA , CT Rail , Metro-North Railroad , Long Island Rail Road , New Jersey Transit , SEPTA , and MARC . While large through freights have not run on

672-503: A direct mechanical connection between the combustion engine and propeller, switching between diesel engines for surface running and electric motors for submerged propulsion. This was effectively a "parallel" type of hybrid, since the motor and engine were coupled to the same shaft. On the surface, the motor (driven by the engine) was used as a generator to recharge the batteries and supply other electric loads. The engine would be disconnected for submerged operation, with batteries powering

768-660: A direct-drive diesel locomotive would require an impractical number of gears to keep the engine within its powerband; coupling the diesel to a generator eliminates this problem. An alternative is to use a torque converter or fluid coupling in a direct drive system to replace the gearbox. Diesel electric based buses have also been produced, including hybrid systems able to run on and store electrical power in batteries. The two main providers of hybrid systems for diesel–electric transit buses include Allison Transmission and BAE Systems . New Flyer Industries , Gillig Corporation , and North American Bus Industries are major customers for

864-418: A new overhead catenary wire made of high-strength silver-bearing copper, specified by Amtrak and later patented by Phelps Dodge Specialty Copper Products of Elizabeth, New Jersey . Service with electric locomotives between New Haven and Boston began on January 31, 2000. The project took four years and cost close to $ 2.3 billion: $ 1.3 billion for the infrastructure improvements and close to $ 1 billion for both

960-406: A part of the line that hugs the shore of Long Island Sound . Some of these crossings constitute the only points of access to waterfront communities and businesses otherwise disconnected from the road network. As such, eliminating them would require grade separation to maintain access. Six of the grade crossings have four-quadrant gates with induction loop sensors, which allow vehicles stopped on

1056-647: A petrol engine is paired with electric motors for this reason. Petrol engine produces most torque at high rpm, supplemented by electric motors' low rpm torque. The first diesel motorship was also the first diesel–electric ship, the Russian tanker Vandal from Branobel , which was launched in 1903. Steam turbine–electric propulsion has been in use since the 1920s ( Tennessee -class battleships ), using diesel–electric powerplants in surface ships has increased lately. The Finnish coastal defence ships Ilmarinen and Väinämöinen laid down in 1928–1929, were among

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1152-506: A strategic need for rail engines without plumes of smoke above them. Diesel technology was not yet sufficiently developed but a few precursor attempts were made, especially for petrol–electric transmissions by the French (Crochat-Collardeau, patent dated 1912 also used for tanks and trucks) and British ( Dick, Kerr & Co and British Westinghouse ). About 300 of these locomotives, only 96 being standard gauge, were in use at various points in

1248-562: A suburban branch that would become a main line with the completion of the New York Connecting Railroad and its Hell Gate Bridge . The bridge opened on March 9, 1917, but was operated by steam with an engine change at Sunnyside Yard east of Penn Station until 1918. Electrification north of New Haven to Providence and Boston had been planned by the NH, and authorized by the company's board of directors shortly before

1344-575: A trainset. The Charger is powered by a Cummins 16-cylinder QSK95 4-stroke high speed diesel engine, which meets United States Environmental Protection Agency 's more stringent Tier 4 emissions standards that took effect in 2015. Power output varies by model: the SCB-40 produces 4,000  hp (3,000  kW ), the SC-44 produces 4,400 hp (3,300 kW), and both the SCV-42 and ALC-42 produce 4,200 hp (3,100 kW). The maximum speed in service

1440-699: Is 125 mph (201 km/h). The locomotive shares much of its overall design with the 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

1536-548: Is an electrified railroad line in the Northeast megalopolis of the United States. Owned primarily by Amtrak , it runs from Boston in the north to Washington, D.C. , in the south, with major stops in Providence , New Haven , Stamford , New York City , Newark , Trenton , Philadelphia , Wilmington , and Baltimore . The NEC is roughly paralleled by Interstate 95 for most of its length. Carrying more than 2,200 trains

1632-602: Is now called the Northeast Corridor was built, piece by piece, by several railroads constructed as early as the 1830s. Before 1900, their routes had been consolidated as two long and unconnected stretches, each a part of a major railroad. Anchored in Washington, D.C., the stretch owned by the Pennsylvania Railroad , approached New York City from the south, anchored at Boston, the stretch owned by

1728-413: Is sometimes termed electric transmission, as it is identical to petrol–electric transmission , which is used on vehicles powered by petrol engines, and to turbine–electric powertrain , which is used for gas turbines . Diesel–electric transmissions are a type of continuously variable transmission . The absence of a gearbox eliminates the need for gear changes, which prevents uneven acceleration caused by

1824-413: Is that it avoids the need for a gearbox , by converting the mechanical force of the diesel engine into electrical energy (through an alternator ), and using the electrical energy to drive traction motors , which propel the vehicle mechanically. The traction motors may be powered directly or via rechargeable batteries , making the vehicle a type of hybrid electric vehicle . This method of transmission

1920-698: The Capitol Corridor and San Joaquins routes in Northern California began on May 25, 2017. During these tests, the trains operated with a second locomotive in case of failure. The Northern California units were formally accepted and approved for solo service on October 23, 2017. The SC-44 entered revenue testing on the Midwest routes in July 2017, with solo revenue service beginning on a Hiawatha train on August 24, 2017. Revenue service on

2016-642: The Cascades corridor in the Pacific Northwest for federal certification. Additional test runs were conducted on the Midwest and Northern California routes in April and May. Testing at up to 135 miles per hour (217 km/h) was conducted at TTC and on the Northeast Corridor in September 2016 which resulted in federal certification for 125-mile-per-hour (201 km/h) operations. Revenue testing on

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2112-649: The Cascades route began in November 2017. Brightline began revenue operations with its SCB-40 locomotives on January 13, 2018. The first Chargers for MARC began testing that month, and revenue service began on April 5, 2018. Pre-revenue testing began on the Pacific Surfliner in October 2018; revenue service began later that year. The first ALC-42 for Amtrak's long distance trains was put into service on

2208-1005: The Commonwealth of Massachusetts bought the Attleboro/Stoughton Line in Massachusetts, later operated by the Massachusetts Bay Transportation Authority . The same month, the New York State Metropolitan Transportation Authority bought, and Connecticut leased, from Penn Central their sections of the New Haven Line , between Woodlawn , New York, and New Haven, Connecticut . In 1973, the Regional Rail Reorganization Act opened

2304-589: The Connecticut Department of Transportation (CTDOT). Immediately after awarding the contract, Metro-North ordered an additional eight locomotives from its options, and CTDOT ordered six from its options, bringing the total order to 33. The additional units will allow for the complete replacement of the P32AC-DM locomotives in the Metro-North equipment pool and allow for service increases on

2400-466: The Hudson Line ; regular service began on December 11. Electric locomotives began serving Grand Central on February 15, 1907, and all NYC passenger service into Grand Central was electrified on July 1, 1907. NH electrification began in July to New Rochelle , August to Port Chester and October the rest of the way to Stamford. Steam trains last operated into Grand Central on June 30, 1908:

2496-869: The Long Island Rail Road (LIRR). LIRR electric service began in 1905 on the Atlantic Branch from downtown Brooklyn past Jamaica , and in June 1910 on the branch to Long Island City : part of the main line to Penn Station. Penn Station opened on September 8, 1910, for LIRR trains and November 27 for the PRR; trains of both railroads were powered by DC electricity from a third rail. PRR trains changed engines (electric to/from steam) at Manhattan Transfer ; passengers could also transfer there to H&M trains to downtown Manhattan. On July 29, 1911, NH began electric service on its Harlem River Branch :

2592-591: The Maryland Board of Public Works on September 16, 2015. The MARC order uses part of the Amtrak state-corridor options. The first MARC Charger was shipped from the Siemens factory in early December 2017, and began testing in mid-January 2018. In December 2020, New York's Metropolitan Transportation Authority (MTA) approved a Federal Transit Administration -funded contract for 19 dual-mode locomotives based on

2688-705: The New Haven Railroad , and entered New York State from Connecticut . The former terminated at New Jersey ferry slips across the Hudson River from Manhattan Island. The latter extended to the Bronx, where it continued into Manhattan via trackage rights on the New York and Harlem Railroad . It also reached the Bronx via the Harlem River and Port Chester Railroad , which extended to the Bronx from

2784-682: The New York Connecting Railroad , and the Hell Gate Bridge . Combined, these constituted a stretch that started just outside of Newark, New Jersey , on the Pennsylvania Railroad side, and connected with the Harlem River and Port Chester Railroad (and thus New Rochelle) on the New Haven side. With the opening of the Hell Gate Bridge in 1917, this final connecting stretch, and thus the Northeast Corridor itself,

2880-472: The Port Richmond section of the city, while entering a 50 mph (80 km/h) speed limited (but at the time non- ATC protected) 4° curve at 106 mph (171 km/h), killing eight and injuring more than 200 (eight critically) of the 238 passengers and five crew on board as well as causing the suspension of all Philadelphia–New York NEC service for six days. This was the deadliest crash on

2976-579: The Québec City–Windsor Corridor . As with several other orders, the trainsets will use Siemens Venture passenger cars. The first of VIA Rail's trainsets were delivered on September 29, 2021, to VIA Rail in Montreal, crossing into Canada via Sarnia, Ontario. When the locomotives' final paint scheme was unveiled by VIA Rail in May 2021, the locomotive was designated as an SC-44, but when delivered

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3072-605: The Rail Safety Improvement Act of 2008 . In December 1967, the UAC TurboTrain set a speed record for a production train: 170.8 miles per hour (274.9 km/h) between New Brunswick and Trenton, New Jersey . In February 1968, PRR merged with its rival New York Central Railroad to form the Penn Central (PC). Penn Central was required to absorb the New Haven in 1969 as a condition of

3168-808: The Transportation Technology Center (TTC) in Pueblo, Colorado in June 2016 and underwent testing of performance metrics such as acceleration and braking. The first Brightline SCB-40 locomotives were delivered in December 2016 to undergo testing in Florida. In February 2017, Amtrak and the Washington State Department of Transportation began testing one of the Midwest-bound SC-44 locomotives along

3264-595: The Trinity Railway Express (TRE) commuter rail service operating in the Dallas/Fort Worth area. Delivery of the first locomotives is expected around summer 2026. The five locomotives are intended to replace the oldest units in the existing TRE fleet. TRE has the option to purchase up to six additional locomotives under the contract. In December 2018, Via Rail ordered 32 bi-directional trainsets each powered by one SC-44 locomotive for use on

3360-612: The United States Department of Transportation committed $ 450 million to a six-year project to support capacity increases on one of the busiest segments on the NEC: a 24-mile (39 km) section between New Brunswick and Trenton , passing through Princeton Junction. The Next Generation High-Speed project is designed to upgrade electrical power, signal systems and overhead catenary wires to improve reliability and increase speeds up to 160 mph (260 km/h), and, after

3456-440: The 1930s, the system was adapted for streamliners , the fastest trains of their day. Diesel–electric powerplants became popular because they greatly simplified the way motive power was transmitted to the wheels and because they were both more efficient and had greatly reduced maintenance requirements. Direct-drive transmissions can become very complex, considering that a typical locomotive has four or more axles . Additionally,

3552-515: The 1980s. Electrification between New Haven and Boston was to be included in the 1976 Railroad Revitalization and Regulatory Reform Act . The last grade crossings between New York and Washington were closed about 1985; eleven grade crossings remain in Connecticut. In the 1990s, Amtrak upgraded the NEC north of New Haven, CT to get it ready for the high-speed Acela Express trains. Dubbed

3648-401: The 541 on board. The NEC is a cooperative venture between Amtrak and various state agencies. Amtrak owns the track between Washington and New Rochelle , New York , a northern suburb of New York City. The segment from New Rochelle to New Haven is owned by the states of New York and Connecticut; Metro-North Railroad commuter trains operate there. Amtrak owns the tracks north of New Haven to

3744-1010: The ALC-42E will work like a typical diesel–electric locomotive, using its diesel engine to generate electricity for its motors. Each ALC-42E will be paired with a special trailer car that will have equipment to support electric mode on the end closest to the locomotive, and a passenger seating area on the other. There are two types of trailer cars: By February 2024, two of the ALC-42E locomotives were under construction. 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 In 2015, IDOT ordered 12 additional units for use on

3840-748: The Allison EP hybrid systems, while Orion Bus Industries and Nova Bus are major customer for the BAE HybriDrive system. Mercedes-Benz makes their own diesel–electric drive system, which is used in their Citaro . The only bus that runs on single diesel–electric transmission is the Mercedes Benz Cito low floor concept bus which was introduced in 1998. Examples include: In the automobile industry, diesel engines in combination with electric transmissions and battery power are being developed for future vehicle drive systems. Partnership for

3936-697: The Charger design. The locomotives will replace the 31 existing GE Genesis locomotives used on the Metro-North Railroad 's Hudson Line , Harlem Line , and Danbury Branch ; they will use third rail electric power whenever available, instead of only in Manhattan. The contract had options for 144 additional locomotives: 40 for Metro-North, 66 for the Long Island Rail Road , 20 for the New York State Department of Transportation (for Amtrak Empire Service trains), and 25 for

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4032-550: The Danbury and Waterbury branches. Delivery of the 33 locomotives is expected to be completed in 2027. The first two units were delivered in October 2024 and are expected to enter service in early 2025. After the orders, as of March 2024, the contract still has options for 32 locomotives for Metro-North, 66 for LIRR, 26 for NYSDOT and 19 for CTDOT. In December 2022, the Government of Ontario and Ontario Northland announced

4128-405: The Midwest states. Another eight options were exercised by MARC , bringing total contract orders to 76. In September 2014, Brightline purchased ten SCB-40 locomotives with options for an additional eleven. The locomotives are used in pairs, bookending four passenger cars (expandable to seven) on Brightline's Miami – West Palm Beach service. The SCB-40s have a streamlined front end that conceals

4224-586: The NEC between Groton, Connecticut , and Hillsgrove, Rhode Island , but this clause was rejected the following month by the U.S. Railway Association . By April 1976, Amtrak owned the entire NEC except Boston to the RI state line, which is owned by the Commonwealth of Massachusetts, and New Haven to New Rochelle, New York, which is owned by the States of Connecticut and New York. Amtrak still operates and maintains

4320-699: The NEC since the early 1980s, some sections still carry smaller local freights operated by CSX , Norfolk Southern , CSAO , Providence and Worcester , New York and Atlantic , and Canadian Pacific . CSX and NS partly own their routes. Long-distance Amtrak services that use the Northeast Corridor include the Cardinal , Crescent , and Silver Meteor trains, which reach 125 mph (201 km/h), as well as its Acela trains, which reach 150 mph (240 km/h) in parts of Massachusetts , Rhode Island , and New Jersey . Some express trains operated by MARC that reach 125 mph (201 km/h) also operate on

4416-697: The New Haven at New Rochelle . From 1903 to 1917, the two railroads undertook a number of projects that connected their lines and completed, in effect, the Northeast Corridor. These included the New York Tunnel Extension , which extended from New Jersey to Long Island (and was composed of the Manhattan Transfer station , the North River Tunnels , a new Pennsylvania Station , the East River Tunnels ),

4512-408: The Northeast Corridor are indicated using the following abbreviations. Other services are listed in the right-most column. Note that not all trains necessarily stop at all indicated stations. [REDACTED] DC Streetcar : H Street/Benning Road Line The entire Northeast Corridor has 11 grade crossings , all in southeastern New London County, Connecticut . The remaining grade crossings are along

4608-420: The Northeast Corridor since 16 died when Amtrak's Washington–Boston Colonial (TR#94) rear-ended three stationary Conrail locomotives at Gunpow Interlocking near Baltimore on January 4, 1987. Frankford Junction curve was the site of a previous fatal accident on September 6, 1943, when an extra section of the PRR's Washington to New York Congressional Limited derailed there, killing 79 and injuring 117 of

4704-487: The Northeast Corridor titled NEC FUTURE, and released the final environmental impact statement in December 2016. Multiple potential alignments north of New York City were studied. The proposed upgrades have not been funded. Eleven minutes after leaving 30th Street Station in Philadelphia on May 12, 2015, a year-old ACS-64 locomotive (#601) and all seven Amfleet I coaches of Amtrak's northbound Northeast Regional (TR#188) derailed at 9:21pm at Frankford Junction in

4800-401: The Northeast Corridor up to five hours. Railroad officials blamed Amtrak's funding woes for the deterioration of the track and power supply system, which in places is almost a hundred years old. These problems have decreased in recent years after tracks and power systems were repaired and improved. In September 2013, one of two feeder lines supplying power to the New Haven Line failed, while

4896-413: The Northeast Corridor. Acela can travel the 225 mi (362 km) between New York City and Washington, D.C., in under three hours, and the 229 mi (369 km) between New York and Boston in under 3.5 hours. In 2012, Amtrak proposed improvements to enable "true" high-speed rail on the corridor, which would have roughly halved travel times at an estimated cost of $ 151 billion. Most of what

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4992-400: The Northeast High Speed Rail Improvement Program (NHRIP), the effort eliminated grade crossings , rebuilt bridges and modified curves. Concrete railroad ties replaced wood ties, and heavier continuous welded rail (CWR) was laid-down. In 1996, Amtrak began installing electrification gear along the 157 miles (253 kilometres) of track between New Haven and Boston. The infrastructure included

5088-465: The PRR Main Line (now the Keystone Corridor ). Electric service to Chestnut Hill (now the Chestnut Hill West Line ), including a stretch of the NEC, began on March 30, 1918. Local electric service to Wilmington, Delaware , on the NEC began on September 30, 1928, and to Trenton, New Jersey , on June 29, 1930. Electrified service between Exchange Place , the Jersey City terminal, and New Brunswick, New Jersey , began on December 8, 1932, including

5184-508: The Second World War used twin generators driven by V12 diesel engines. More recent prototypes include the SEP modular armoured vehicle and T95e . Future tanks may use diesel–electric drives to improve fuel efficiency while reducing the size, weight and noise of the power plant. Attempts with diesel–electric drives on wheeled military vehicles include the unsuccessful ACEC Cobra , MGV , and XM1219 armed robotic vehicle . Northeast Corridor The Northeast Corridor ( NEC )

5280-476: The U.S. Department of Transportation to facilitate mutual cooperation and planning and to advise Congress on Corridor rail and development policy. The commission members include USDOT, Amtrak and the Northeast Corridor states. In October 2010, Amtrak released "A Vision for High-Speed Rail on the Northeast Corridor," an aspirational proposal for dedicated high-speed rail tracks between Washington, D.C., and Boston. Many of these proposals are unfunded. In August 2011

5376-402: The US made much use of diesel–electric transmission before 1945. After World War II, by contrast, it gradually became the dominant mode of propulsion for conventional submarines. However, its adoption was not always swift. Notably, the Soviet Navy did not introduce diesel–electric transmission on its conventional submarines until 1980 with its Paltus class . During World War I , there was

5472-485: The United States entered World War I . This plan was not carried out because of the war and the company's financial problems. Electrification north of New Haven did not occur until the 1990s, by Amtrak, using a 60 Hz system. In 1905, the PRR began to electrify its suburban lines at Philadelphia: an effort that eventually led to 11 kV, 25 Hz AC catenary from New York and Washington. Electric service began in September 1915, with multiple unit trains west to Paoli on

5568-448: The border between Rhode Island and Massachusetts. The final segment from the border north to Boston is owned by the Commonwealth of Massachusetts. At just over 453 miles (729 km), the Northeast Corridor is the longest electrified rail corridor in the United States. Most electrified railways in the country are for rapid transit or commuter rail use; the Keystone Corridor is the only other electrified intercity mainline. Currently,

5664-419: The conflict. In the 1920s, diesel–electric technology first saw limited use in switcher locomotives (UK: shunter locomotives ), locomotives used for moving trains around in railroad yards and assembling and disassembling them. An early company offering "Oil-Electric" locomotives was the American Locomotive Company (ALCO). The ALCO HH series of diesel–electric switcher entered series production in 1931. In

5760-442: The corridor uses three catenary systems. From Washington, D.C., to Sunnyside Yard (just east of New York Penn Station), Amtrak's 25 Hz traction power system (originally built by the Pennsylvania Railroad) supplies 12 kV at 25 Hz. From Sunnyside to Mill River (just east of New Haven station), the former New Haven Railroad's system , since modified by Metro-North, supplies 12.5 kV at 60 Hz. From Mill River to Boston,

5856-403: The deadline after which steam trains were banned in Manhattan. Subsequently, all NH passenger trains into Manhattan were electrified. In June 1914, the NH electrification was extended to New Haven , which was the terminus of electrified service for over 80 years. The PRR was building its Pennsylvania Station and electrified approaches, which were served by the PRR's lines in New Jersey and

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5952-475: The diesel engine and the propeller that was initially common, the advantages were eventually found to be more important. One of several significant advantages is that it mechanically isolates the noisy engine compartment from the outer pressure hull and reduces the acoustic signature of the submarine when surfaced. Some nuclear submarines also use a similar turbo-electric propulsion system, with propulsion turbo generators driven by reactor plant steam. Among

6048-456: The disengagement of a clutch . With auxiliary batteries the motors can run on electric alone, for example when the noise or exhaust from the engine disrupts a clean air zone . Disadvantages of a diesel electric transmission are the potential complexity, cost, and decreased efficiency due to energy conversion. Diesel engines and electric motors are both known for having high torque at low rpm, this may leave high rpm with little torque. Typically

6144-458: The electric motor and supplying all other power as well. In a true diesel–electric transmission arrangement, by contrast, the propeller or propellers are always driven directly or through reduction gears by one or more electric motors , while one or more diesel generators provide electric energy for charging the batteries and driving the motors. While this solution comes with a few disadvantages compared to direct mechanical connection between

6240-409: The electrification of passenger trains was complete, with 639 daily trains: 191 hauled by locomotives and the other 448 under multiple-unit power. New York–Washington electric freight service began on May 20, 1935, after the electrification of freight lines in New Jersey and Washington,DC. Extensions to Potomac Yard across the Potomac River from Washington, as well as several freight branches along

6336-449: The event of minor front-end collision, and a prime mover de-rated to 4,200 horsepower (3,100 kW) to lengthen maintenance intervals. Assembly of the first ALC-42 began in March 2020. On August 5, 2020, Amtrak announced that one of the first six locomotives will be painted in a replica of the "Day 1" livery to commemorate 50 years of Amtrak service, while the other five will feature a preliminary "Phase VI" paint scheme. The remainder of

6432-399: The extension of Penn Station electric service from Manhattan Transfer. On January 16, 1933, the rest of the electrification between New Brunswick and Trenton opened, giving a fully-electrified line between New York and Wilmington. Trains to Washington began running under electricity to Wilmington on February 12, 1933, with the engine-change moved from Manhattan Transfer to Wilmington. The same

6528-476: The first surface ships to use diesel–electric transmission. Later, the technology was used in diesel powered icebreakers . In World War II, the United States Navy built diesel–electric surface warships. Due to machinery shortages destroyer escorts of the Evarts and Cannon classes were diesel–electric, with half their designed horsepower (The Buckley and Rudderow classes were full-power steam turbine–electric). The Wind -class icebreakers , on

6624-772: The fleet will introduce a new "Phase VII" livery. By February 2021, 12 units had begun production, with the first locomotive, AMTK 300, delivered to Amtrak on June 17. The first ALC-42 locomotives entered revenue service on the Empire Builder on February 8, 2022. On the same day, Amtrak announced that they had ordered an additional 50 ALC-42s, bringing the total number of locomotives ordered to 125. Amtrak plans to purchase at least 75 intercity trainsets with dual-mode ALC-42E locomotives from Siemens. The trainsets will be used primarily on routes that operate over both electrified and non-electrified track, which currently require costly and lengthy locomotive swaps when transitioning between electrified and non-electrified territory. In diesel mode,

6720-462: 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. 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. These locomotives have been able to reach speeds of up to 130 mph. As of February 19, 2023, all trainsets and

6816-511: The last expected by 2024. Compared with the SC-44, changes were made to the ALC-42 to make it more suitable for long-distance service: additional positive train control systems for nationwide service, a larger 2,200-U.S.-gallon (8,300 L) diesel fuel tank (instead of 1,800 U.S. gal [6,800 L]), a larger diesel exhaust fluid tank, a larger sandbox , a more powerful 1,000-kilowatt head-end power generator (instead of 600 kW), an extended nose section for easier repair in

6912-455: The last four entered service in 2023. In January 2022, Montreal's Exo ordered ten Siemens Chargers to update the fleet. They are planned to replace the aging F59PH locomotives. 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. The purchase was approved by

7008-562: The lines leading from Grand Central Terminal and the split at Mott Haven , using a third rail power system devised by Frank J. Sprague . Electricity was in use on some branch lines of the NYNH&;H for interurban streetcars via third rail or trolley wire . An accident in the Park Avenue Tunnel near the present Grand Central Terminal that killed 17 people on January 8, 1902, was blamed on smoke from steam locomotives ;

7104-504: The locomotive to divert power generated by dynamic braking away from the resistor grids to HEP and onboard locomotive auxiliary power demands. 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 the Long Island Rail Road , as well as intercity service on Amtrak's Empire Corridor . California's SC-44s have aerodynamic " spoilers " on

7200-752: The locomotives' designation had been changed to SCV-42. The trainsets entered service in 2022. For 150 mph (241 km/h) or more in the US, see High-speed rail in the United States Diesel%E2%80%93electric transmission Diesel–electric transmission is used on railways by diesel–electric locomotives and diesel–electric multiple units , as electric motors are able to supply full torque from 0 RPM . Diesel–electric systems are also used in marine transport , including submarines, and on some other land vehicles. The defining characteristic of diesel–electric transmission

7296-520: The merger. On September 21, 1970, all New York–Boston trains except the Turboservice were rerouted into Penn Station from Grand Central; the Turboservice moved on February 1, 1971, for cross-platform transfers to the Metroliners. In 1971, Amtrak began operations, and various state governments took control of portions of the NEC for their commuter transportation authorities. In January,

7392-442: The mid-1910s, the technology was immediately reintroduced when Sweden began to design its own submarines again in the mid-1930s. From that point onwards, diesel–electric transmission has been consistently used for all new classes of Swedish submarines, albeit supplemented by air-independent propulsion (AIP) as provided by Stirling engines beginning with HMS Näcken in 1988. Another early adopter of diesel–electric transmission

7488-431: The much newer 60 Hz traction power system supplies 25 kV at 60 Hz. All of Amtrak's electric locomotives can switch between these systems . In addition to catenary, the East River Tunnels have 750 V DC third rail for Long Island Rail Road trains, and the North River Tunnels have third rail for emergency use only. In 2006, several high-profile electric-power failures delayed Amtrak and commuter trains on

7584-531: The new Acela Express trainsets and the Bombardier–Alstom HHP-8 locomotives. On December 11, 2000, Amtrak began operating its higher-speed Acela Express service. Fastest travel time by Acela is three and a half hours between Boston and New York, and two hours forty-five minutes between New York and Washington, D.C. In 2005, there was talk in Congress of splitting the Northeast Corridor, which

7680-740: The other feeder was disabled for service. The lack of electrical power disrupted trains on Amtrak and Metro-North Railroad , which share the segment in New York State. There are 109 active stations on the Northeast Corridor; 30 are used by Amtrak. All but three ( Kingston , Westerly , and Mystic ) see commuter service. Amtrak owns Pennsylvania Station in New York, 30th Street Station in Philadelphia, Penn Station in Baltimore, and Union Station in Washington. The main services of

7776-549: The other hand, were designed for diesel–electric propulsion because of its flexibility and resistance to damage. Some modern diesel–electric ships, including cruise ships and icebreakers, use electric motors in pods called azimuth thrusters underneath to allow for 360° rotation, making the ships far more maneuverable. An example of this is Symphony of the Seas , the largest passenger ship as of 2019. Gas turbines are also used for electrical power generation and some ships use

7872-745: The pioneering users of true diesel–electric transmission was the Swedish Navy with its first submarine, HMS Hajen (later renamed Ub no 1 ), launched in 1904 and originally equipped with a semi-diesel engine (a hot-bulb engine primarily meant to be fueled by kerosene), later replaced by a true diesel. From 1909 to 1916, the Swedish Navy launched another seven submarines in three different classes ( 2nd class , Laxen class , and Braxen class ), all using diesel–electric transmission. While Sweden temporarily abandoned diesel–electric transmission as it started to buy submarine designs from abroad in

7968-735: The portion in Massachusetts, but the line from New Haven to New Rochelle, New York , is operated by the Metro-North Railroad , which has hindered the establishment of high-speed service. In 1976, Congress authorized an overhaul of the system between Washington and Boston. Called the Northeast Corridor Improvement Project (NECIP), it included safety improvements, modernization of the signaling system by General Railway Signal , and new Centralized Electrification and Traffic Control (CETC) control centers by Chrysler at Philadelphia, New York and Boston. It allowed more trains to run faster and closer together, and set

8064-527: The purchase of new equipment, up to 186 miles per hour (299 km/h). In September 2012, speed tests were conducted using Acela trainsets, achieving a speed of 165 miles per hour (266 km/h). The improvements were scheduled to be completed in 2016, but, due to delays, the project had not been completed until 2020. In 2012, the Federal Railroad Administration began developing a master plan for bringing high-speed rail to

8160-744: The rear of their roofs that match the height of bi-level California and Surfliner cars . The Charger series competes with other Tier 4 compliant locomotives, such as the EMD F125 and the MPI MPXpress MP54AC. However, unlike the Charger series, both the F125 and MP54AC have struggled to find customers, selling fewer than 50 units each. The first production SC-44 unit was unveiled on March 26, 2016. The first two Charger locomotives to leave Siemens' factory in Florin, California were transported to

8256-514: The resulting outcry led to a push for electric operation in Manhattan . The NH announced in 1905 that it would electrify its main line from New York to Stamford, Connecticut . Along with the construction of Grand Central Terminal , which was opened in 1913, the NYC electrified its lines. On September 30, 1906, the NYC conducted a test of suburban multiple unit service to Highbridge station on

8352-739: The spare locomotive have been delivered to Brightline. 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. Deliveries began in August 2020 and are expected to conclude in the spring of 2021. 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. The first five locomotives entered revenue service on February 8, 2021. Two more units were approved in 2020, and

8448-614: The stage for later high-speed operation. NECIP also introduced the AEM-7 locomotive, which lowered travel times and became the most successful engine on the Corridor. The NECIP set travel time goals of 2 hours and 40 minutes between Washington and New York, and 3 hours and 40 minutes between Boston and New York. These goals were not met because of the low level of funding provided by the Reagan Administration and Congress in

8544-586: The upgraded Lincoln Service corridor. California ordered 16 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. Washington state ordered an additional unit to replace locomotive 1402, which was lost in the 2017 Washington train derailment and two more in connection with its purchase of new Siemens trainsets. A total of 68 locomotives (32 base and 36 options) were ordered for Amtrak state corridors in this contract: 24 for California, 11 for Washington state, and 33 for

8640-590: The way for Amtrak to buy sections of the NEC not already been sold to these commuter transportation authorities. These purchases by Amtrak were controversial at the time, and the Department of Transportation blocked the transaction and withheld purchase funds for several months until Amtrak granted it control over reconstruction of the corridor. In February 1975, the Preliminary System Plan for Conrail proposed to stop running freight trains on

8736-678: The way, were electrified in 1937 and 1938. The Potomac Yard retained its electrification until 1981. In the 1930s, PRR equipped the New York–Washington line with Pulse code cab signaling . Between 1998 and 2003, this system was overlaid with an Alstom Advanced Civil Speed Enforcement System (ACSES) , using track-mounted transponders similar to the Balises of the modern European Train Control System . The ACSES will enable Amtrak to implement positive train control to comply with

8832-685: The westbound Empire Builder on February 8, 2022, after extensive testing in the Midwest and on the Empire Builder route. Of the 2 units on the inaugural service, one was Amtrak's "Day One" heritage unit #301. California regional commuter line Altamont Corridor Express ordered four SC-44 locomotives in April 2018, with deliveries beginning in December 2019. They entered revenue service in 2020. On December 21, 2018, Amtrak ordered 75 ALC-42 locomotives with options for an additional 100. The first locomotive entered service in February 2022, with

8928-554: Was complete. With the 1968 creation of Penn Central , which was a combination of those two railroads and the New York Central Railroad, the entire corridor was under the control of a single entity for the first time. After successor Penn Central’s 1970 bankruptcy, the corridor was almost entirely subsumed by the subsequently-created Amtrak on May 1, 1971. In 1899, William J. Wilgus , the New York Central Railroad (NYC)'s chief engineer, proposed electrifying

9024-575: Was done on April 9, 1933, for trains running west from Philadelphia, with the change point moved to Paoli. In 1933, the electrification south of Wilmington was stalled by the Great Depression , but the PRR got a loan from the Public Works Administration to resume work. The tunnels at Baltimore were rebuilt as part of the project. Electric service between New York and Washington began on February 10, 1935. On April 7,

9120-639: Was opposed by then-acting Amtrak president David Gunn . The plan, supported by the Bush administration, would "turn over the Northeast Corridor – the tracks from Washington to Boston that are the railroad's main physical asset – to a federal-state consortium." With the passage of the Passenger Rail Investment and Improvement Act of 2008 , the Congress established the Northeast Corridor Commission (NEC Commission) in

9216-840: Was the United States Navy , whose Bureau of Steam Engineering proposed its use in 1928. It was subsequently tried in the S-class submarines S-3 , S-6 , and S-7 before being put into production with the Porpoise class of the 1930s. From that point onwards, it continued to be used on most US conventional submarines. Apart from the British U-class and some submarines of the Imperial Japanese Navy that used separate diesel generators for low speed running, few navies other than those of Sweden and

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