|AMT ALP-45DP at Parc Station in Montreal.|
|Power type||Dual-mode electro-diesel|
|Order number||NJT: 26+9
|Build date||2010-12|
|AAR wheel arr.||B-B|
|Gauge||4 ft 8 1⁄2 in (1,435 mm)|
|Wheel diameter||1.118 to 1.046 m (3 ft 8.0 in to 3 ft 5.2 in) new/worn|
|Wheelbase||bogie 2.800 m (9 ft 2.2 in)
bogie centres 13.250 m (43.47 ft)
|Length||21.800 m (71.52 ft) over couplers|
|Width||2.950 m (9 ft 8.1 in)|
|Height||4.400 m (14.44 ft)|
|Axle load||32.65 t (32.13 long tons; 35.99 short tons) max|
|Locomotive weight||130.6 t (128.5 long tons; 144.0 short tons)|
|Fuel capacity||6,056 l (1,332 imp gal; 1,600 US gal)*, 6,813 l (1,499 imp gal; 1,800 US gal)†|
|Electric system(s)||NJT: 25 kV 60 Hz, 12.5 kV 60 Hz, 12kV 25 Hz
AMT: 25 kV 60 Hz
|Prime mover||2x Caterpillar 3512C HD diesel engines,
7.1 t (7.0 long tons; 7.8 short tons),
1,567 kW (2,101 hp) each,
3,108 kW (4,168 hp) at shaft.
|Engine RPM range||600-1800|
|Displacement||58.6 l (12.9 imp gal; 15.5 US gal)|
|Alternator||2x MITRAC TG 3800A, 1700 kVA |
|Traction motors||4x MITRAC DR 3700F, 1,300 kW (1,700 hp) each [note 1]|
|Head end power||1100 kVA, 1,000 kW (1,300 hp), 3 phase, 3 x 480 V AC 60 Hz|
|Multiple working||Yes, up to 2 units.[note 2]|
|Top speed||Diesel mode: 161 km/h (100 mph)* / 105 km/h (65 mph)†
Electric mode: 201 km/h (125 mph)* / 129 km/h (80 mph)†
|Power output||Continuous electric at rail: 5,360 hp (4,000 kW)
Max electric at rail: 5,900 hp (4,400 kW)
Max diesel at rail: 3,600 hp (2,700 kW) (no HEP)
|Tractive effort||316 kN (71,000 lbf) starting
270 kN (61,000 lbf) continuous electric @55 km/h (34 mph)
290 kN (65,000 lbf) continuous diesel @30 km/h (19 mph)
|Train heating||Locomotive supplied HEP|
|Locomotive brake||Regenerative/Dynamic, WABCO Electro-pneumatic.
Mechanical: hollow shaft mounted disc brakes, plus tread brakes
|electric regenerative 4,000 kW (5,400 hp)
electric dynamic 1,300 kW (1,700 hp)
maximum electric brake effort 150 kN (34,000 lbf)
|First run||NJT: May 30th, 2012|
|Sources : except where noted
* NJT locos, † AMT locos
In 2008 New Jersey Transit placed an €178 million order for 26 electro-diesel locomotives from Bombardier, part of capital investment program including acquisition of 329 Bombardier Multi Level Coaches, 27 ALP-46A electric locomotives, dual power multiple units and over 1300 buses. Funding for an additional ten units ($78.8 million) was approved in July 2010, as part of NJ Transit's 2011 capital budget. The order has since been lowered by one for a total of 35 locomotives.[dubious ]
The locomotives are expected to be used on the Raritan Valley Line, (changing to electric power on the Northeast Corridor Line), and the North Jersey Coast Line. Use on the 'Trans-Hudson Tunnel' (see ARC Tunnel) was also planned, prior to the cancelling of the scheme. The units are currently being used on the Morristown Line, and the Montclair-Boonton Line.
They are numbered 4500 upwards.
Unit 4506 was the first to enter revenue service on Montclair-Boonton Line train 1006 on May 30, 2012.
In 2008 Montreal's Agence métropolitaine de transport (AMT) ordered 20 locomotives (with an option for 10 more), the order value was €152 million. The locomotives are for use on the Repentigny-Mascouche Line (AMT) to Montreal Central Station via the 25 kV AC electrified Mount Royal Tunnel.
They are to be 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.
The ALP-45DP is an electro-diesel locomotive design derived from Bombardier's ALP-46 and TRAXX locomotives.[note 3] Design requirements included mass less than 288,000 lb (131,000 kg), length less than 75 ft, and emissions within EPA limits; the challenge of fitting both diesel plant and electric transformer within the same carbody and weight limits led to the choice of two high-speed twelve cylinder Caterpillar 3512HD rated at 2,100 hp (1.6 MW) each. Each engine system is independent including a separate 3,400 l (750 imp gal; 900 US gal) fuel tank,[note 4] 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 were manufactured at Lafayette, Indiana, USA.
Under diesel power each diesel engine powers a MITRAC TG 3800A alternator, (output of 1700kVA @ 1800rpm) Power output is reduced from 6700 hp (including HEP) in electric mode to 4200 hp in diesel mode, under diesel power the same tractive effort curve is maintained up to around 30 km/h (19 mph) (assuming ~2.2MW available for traction).
The pantograph is of TransTech design. The ABB supplied main transformer has four secondary taps, switchable to supply 1360V under all electrification supplies. There are two main converters, (type MITRAC TC 3360 DP.) one per bogie, which convert the single phase input to a 2800V intermediate DC link using IGBT based rectifiers. Each DC link powers two traction converters, with each traction inverter powering a separate traction motor. The locomotives uses four 1,300 kW (1,700 hp) MITRAC DR 3700 F,[note 1] fully suspended, bogie mounted traction drives, to reduce unsprung mass,
In addition to taps for the traction inverters the locomotive transformer provides a 1100 kVA and a 140 kVA supply for head end power and locomotive auxiliary power.. Two partially redundant auxiliary inverters are incorporated into the two main converter units. Under normal operation 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 supply (up to 480V 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. 
Because the pantograph is not dropped until the diesels have been started during electric to diesel mode change, and the diesels are not shut off until contact with the wire has been made by the pantograph in diesel to electric mode change, HEP is maintained when switching modes. The change over takes approximately 100 seconds in either direction.
The braking system uses Wabtec's Fastbrake control system; there are two disc brakes per axle, as well as 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 3400 lmin−1 at 10 bar pressure, stored two 480 liter air reservoirs. The dynamic and regenerative braking system operates under all three NJT electrical systems.
The locomotives are within Amtrak's A-05-1355 structure gauge, and meets 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 take effect in 2015. Total length is 21.8m; approximately 2m longer than the ALP-46A.
|ALP-45DP at Innotrans 2010|
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