On the AC EMU fleet, CDOT and NJT should create a pool fleet that runs on NJT and to NHV for run-through service. Running through to LIRR would be too expensive and cumbersome to have an even more bespoke fleet that then wouldn't fit into GCT-Madison or Brooklyn, but NHV is a piece of cake. It's AC all the way. Combined with a rebuilt NYP post-MSG, Gateway, and a rebalancing of traffic to Hoboken, Brooklyn, and LIC, the run-through could significantly increase capacity and decrease congestion at NYP and make a much more fluid rail system throughout the region.
https://www.railwayage.com/passenger/in ... trak-airo/
-the Charger locomotive is coupled to a powered, pantograph-equipped passenger coach called an APV (Auxiliary Power Vehicle). The APV has an underfloor transformer to handle the Northeast Corridor’s 25kV and 12.5 kV AC catenary power, a 4QS (Four-Quad Chopper), and four powered axles with AC traction motors. The APV is connected to the Charger locomotive with a DC link. In AC catenary mode, the Charger’s diesel engine and traction alternator are shut down; the APV is powering its own four traction motors as well as the four on the Charger, for a total of eight. Siemens calls this “distributed traction.”The benefit of using a power trailer is that you still get the full utility of a diesel engine, while being able to operate on catenary where available. I'm not sure what the range on a standard Charger is, but the benefit here is huge. You also can service the engine separately from the trailer. Simplifies maintenance it seems.
-Battery-hybrid push/pull trainsets equipped with a Charger locomotive and a Battery Coach with a DC Link but without powered axles. The Battery Coach supplies traction power to the Charger locomotive on routes or locations (such as some stations in non-electrified territory) where diesel emissions are prohibited or restricted, for example, on Empire Service trains originating in Penn Station New York that currently use dual-mode (diesel/third-rail) P32AC-DMs.
So obviously, these will be used to bridge non-powered gaps and eliminate engine changes at Hartford, as well as bring trains into Penn from NYS-supported Empire Service. They could be used for new service such as those proposed to Scranton over the Lackawanna Cutoff, and new Inland service HFD-SPG-WOR-BOS.
Now, about the two NYC area MTA commuter services: the MTA's LIRR and MNRR. There's no mention anywhere of an ALC-42E being used with a trailer car for DC. So I guess what they're going for could be called an "SC-44E".
From Wiki: https://en.wikipedia.org/wiki/Siemens_C ... (New_York)
In December 2020, New York's Metropolitan Transportation Authority 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 Metro-North Railroad's Hudson Line, Harlem Line, and Danbury Branch; they will use third rail electric power to enter Grand Central Terminal. The first 19 locomotives are scheduled to be completed in mid-2026. The contract has options for 144 additional locomotives: 32 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 the Connecticut Department of Transportation.[68][69]