The ALP-45DP is a type of single cab dual-mode locomotive built by Bombardier Transportation for use by New Jersey Transit and Exo.
Video ALP-45DP
Operators
New Jersey Transit
In 2008 New Jersey Transit placed an order for 26 dual powered locomotives from Bombardier Transportation, part of capital investment program including acquisition of 329 Bombardier Multi Level Coaches and 27 ALP-46A electric locomotives. Funding for an additional 9 units was approved in July 2010, as part of NJ Transit's 2011 capital budget, bringing the total owned by NJ Transit up to 35.
The first of the NJT locomotives was displayed at Innotrans in 2010.
As of May 2015, the locomotives are providing service on the Morristown Line, Montclair-Boonton Line, Raritan Valley Line, Northeast Corridor Line, and the North Jersey Coast Line providing a one-seat ride (OSR) into New York Penn Station. The ALP-45DP's also serve on the Main Line, Bergen County Line, Pascack Valley Line, and occasionally on Metro-North Railroad's Port Jervis Line. They are numbered 4500 upwards to 4534.
The first locomotive was officially unveiled at Newark Penn Station on May 11, 2011.
In December 2017, New Jersey Transit purchased 17 additional ALP-45DPs to replace the remaining GP40PH-2Bs that are still in service. Delivery of the additional 17 units is expected to begin in November 2019. The additional units will be numbered 4535 up to 4551.
Exo
In 2008 the predecessor of Montreal's Exo, the Agence métropolitaine de transport (AMT), ordered 20 locomotives (with an option for 10 more), the order value was EUR152 million. The locomotives are for use on the Mascouche line to Montreal Central Station via the 25 kV AC electrified Mount Royal Tunnel.
They are numbered 1350-1369.
AMT 1350 arrived in Montreal on June 9, 2011, after being shipped to Newark and then moving north to its new home.
Maps ALP-45DP
Design
The ALP-45DP is an electro-diesel locomotive design derived from Bombardier's ALP-46/A and TRAXX locomotives. Design requirements included mass less than 288,000 lb (131,000 kg), length less than 75 ft (22.86 m), and EPA-compliant emissions.
The challenge of fitting diesel and electric systems within the same carbody while staying within weight limits led to the choice of two high-speed, twelve-cylinder Caterpillar 3512C HD diesel engines rated at 2,100 hp (1.6 MW) each. The systems for the two engines are independent - for example, each has a separate 3,400 l (750 imp gal; 900 US gal) fuel supply (split across four total tanks owing to NJT regulations regarding tunnel operations that limit individual fuel tank capacity to 400 US gal (1,500 l; 330 imp gal)) - allowing the locomotive to operate on one engine in case of failure or under low load. The engines are capable of shorter startup times from idle to load (100 rpm/s) than traditional medium speed diesel engines. To achieve mass balance and distribution within the locomotive, the engines are situated on either side of the transformer, which is located in the center of the locomotive. The engines are manufactured in Lafayette, Indiana, USA.
Under diesel power, each engine powers a MITRAC TG 3800 A alternator having an output of 1700 kVA @ 1800 rpm. Power output is reduced from 6,700 hp (5.0 MW) (including HEP) in electric mode to 4,200 hp (3.1 MW) in diesel mode; under diesel power, the same tractive effort curve is maintained up to around 25 km/h (16 mph) (assuming 2,734 hp (2.039 MW) available for traction after HEP reductions for an 8 car train).
The pantograph is of TransTech design. The ABB main transformer has four secondary taps, switchable to supply 1360 V under all electrification supplies. There are two MITRAC TC 3360 DP main converters,) one per bogie, which convert the single phase input to a 2800 V intermediate DC link using IGBT based rectifiers. Each DC link powers two traction converters, with each traction inverter powering a separate traction motor. The locomotive uses four 1,300 kW (1,700 hp) MITRAC DR 3700 F fully suspended, bogie mounted traction drives to reduce unsprung mass.
In addition to taps for the traction inverters, the locomotive transformer supplies 1100 kVA and 140 kVA for head-end power and locomotive auxiliary power. Two partially-redundant auxiliary inverters are incorporated into the two main converter units. Normally, one provides a 3 phase, 480 V 60 Hz 1100 kVA supply for head end power, while the other provides several 3 phase variable voltage, variable frequency supplies (up to 480 V 60 Hz) for the traction motor fans, transformer fans, and inverter cooling circuit motors. In the event of a converter failure, it is possible to route all supply through a single converter, ensuring redundancy and margin of error operations.
HEP is maintained when changing power modes, due to the fact that the pantograph is not dropped until the diesels have been started (when changing from electric to diesel), and the diesels are not shut off until the pantograph has contacted the wire (when changing from diesel to electric). In either case, the changeover takes approximately 100 seconds. The locomotive is capable of performing a mode change while on the move; however, NJ Transit has reprogrammed their locomotives to only allow a mode change during a station stop. This is most likely to prevent the loss of power during the transition to diesel mode with a limited amount of wire left.
The braking system uses Wabtec's Fastbrake control system, with two disc brakes per axle in addition to wheel tread brakes. The mechanical parts of the brake system were supplied by Faiveley Transport. Compressed air supply is charged through a Knorr screw compressor with a capacity of 3,400 L/min (750 imp gal/min; 900 US gal/min) at 10 bar (1,000 kPa; 150 psi) pressure, stored in two 480 l (110 imp gal; 130 US gal) air reservoirs. The dynamic and regenerative braking system operates under all three NJT electrical systems. In addition, the locomotive, while in diesel mode, is capable of routing power generated by the electric brake to HEP and locomotive auxiliary power requirements in addition to the dynamic brake resistor.
The locomotives are within Amtrak's A-05-1355 structure gauge and meet CFR and AAR crashworthiness standards. The diesel engines meet Tier 3 EPA emission standards, and work is being done to enable an upgrade to Tier 4 standards, which took effect on January 1, 2015. Total length is 21.8 m (72 ft), approximately 2 m (6 ft 7 in) longer than the ALP-46A.
The bodyshells of the locomotive were constructed at Bombardier's Wroc?aw site, the bogies at Siegen, and the alternators at Hennigsdorf factory. The locomotives were assembled at Kassel.
Gallery
- ALP-45DP at Innotrans 2010
Notes
References
Sources
External links
- Media related to Bombardier ALP-45DP locomotives at Wikimedia Commons
- "ALP45 pictures from Innotrans 2010 by Bengt Dahlberg", Photobucket
- Allenbach, Jean-Marc (November 11, 2009). "Fiche documentaire BoBo NJT ALP 45-DP" (PDF) (in French). Retrieved June 11, 2011.
- "NJT ALP-45 Dual Power", www.railcolor.net .
- "AMT 13xx Dual Power", www.railcolor.net .
- MITRAC Hybrid The Dual Power Propulsion Chain (PDF), Bombardier .
Source of article : Wikipedia
0 Comments