Described as “North America’s first battery-electric powered passenger locomotive,” the Siemens Mobility Charger B+AC is a dual-power that will operate in two electric modes: drawing power from AC catenary or from batteries, extending range beyond electrified territory without a diesel prime-mover, thereby qualifying as “zero-emissions.” MTA Metro-North Railroad has ordered 13.
(Editor’s Commentary: The Charger B+AC can more accurately be designated a “dual-power electric-battery” locomotive. “Dual-mode” has traditionally been designated for locomotives whose traction motors draw power from a diesel-electric prime-mover or third-rail. The Siemens SC44-DM, built for Metro-North and the Long Island Rail Road, is a dual-mode, replacing the GE P32AC-DM on Metro-North and the EMD DM30AC on the LIRR. These units have Cummins QSK-95 16-cylinder Tier 4 diesel engines Another example of a “dual-power” locomotive is the Alstom ALP-45DP, an “electric-diesel” that uses diesel-electric propulsion provided by twin Caterpillar 3512C HD 120cylinder diesel engines or AC catenary. NJ Transit and Montreal’s Exo operate these. So … try not to confuse “dual-mode” with “dual-power”—even though both technically can operate in two “modes.” Now, if you throw hybrid power into the mix, it gets confusing! – Wiliam C. Vantuono)
The Charger B+AC, capable of a maximum operating speed of 125 mph under catenary and with a 100-mile operating range under battery power, depending on train configuration and route characteristics, features a modular battery and pantograph system. “This application is ideal for operators who either already have, or plan to have, partial electrification across their network,” notes Siemens. “In many cases, partial electrification is much faster and more economical to achieve than complete electrification, particularly in congested urban areas. Also, for operators with moderate route lengths, the locomotive can be ordered without an AC [catenary] power option, leaving room for additional battery packs with a longer range. These locomotives offer flexible charging options, including catenary, plug-in, and dynamic braking, converting the kinetic energy into electrical energy and recovering up to 30% of the energy used during acceleration. It retains the familiar Charger platform interface and uses North America’s shared spare parts pool. Its future-proof modular battery system supports ongoing technology upgrades, while enabling operators to efficiently scale train lengths using existing fleets.”
The Charger B+AC locomotive “is designed to fully comply with all U.S. federal standards and regulations and is 100% Buy America compliant,” Siemens points out. “The monocoque carbody structure is reinforced to fulfill specified strength requirements while offering full-width anticlimber engagement and push-back couplers that are part of the locomotive’s integrated crash energy management system (CEM), providing enhanced safety to occupants. The wide-body, single-cab design is suited for push/pull operation, enabling flexible train configurations to match varying passenger demands. The locomotive can be operated with different consist lengths utilizing existing coach fleets. The innovative dual [power] system provides the option for seamless geofencing-based transitions between power modes. During AC catenary operation, power is dynamically distributed between traction needs and battery charging, automatically adjusting to prioritize maximum power for acceleration and elevation demands. This flexible power management, combined with additional charging options including wayside 480-volt plug-in charging and regenerative braking energy recovery, ensures maximum operational versatility.”
The locomotive’s machine room layout “is based on the proven Charger design, providing a clean and spacious arrangement with easy access for maintenance. The interior is organized into four distinct compartments: the cab section, battery compartment, and two electrical equipment compartments, each separated by partition walls. A center walkway runs through the machine room with piping and electrical conduits strategically routed underneath, ensuring optimal protection and maintenance accessibility. The locomotive’s roof is separated into four independently removable segments, with pantograph equipment supported by the rear two segments. The flat underframe allows for safe, modular installation of equipment in the battery compartment and underfloor. The battery system features up to eight containers, allowing flexible configuration to meet different weight requirements. The built-in modularity enables battery technology upgrades throughout the locomotive’s 30-year service life, protecting the initial investment while ensuring long-term operational benefits. The comprehensive safety system includes multi-level monitoring and protection features, leveraging Siemens’ extensive experience in rail applications. The design enables a seamless transition to emission-free operations while preserving existing infrastructure investments and maintenance practices.”
The Charger B+AC “generates zero emissions and operates at the lowest noise level in the market in both modes, significantly benefiting communities along rail corridors,” adds Siemens. “These environmental advantages enhance the attractiveness of rail travel, encouraging modal shift from road to rail while reducing congestion and improving local quality of life.”
“On behalf of the more than 4,500 Siemens Mobility team members in the U.S., we are thrilled to bring these cutting-edge passenger locomotives to North America for the first time,” said Marc Buncher, President and CEO of Siemens Mobility North America, “These American-made locomotives will help to reinvent rail travel, offering more reliable travel for millions of commuters each year.”
