ALP-45DP

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ALP-45DP
NJT-AMT ALP-45DP in Kassel Germany.jpg
NJT and AMT Dual Mode Locomotives in Kassel, Germany
Specifications
Power type Electro-diesel (dual mode)
Builder Bombardier Transportation
Order number NJT: 26+9[1][2]
AMT: 20[1]
Build date 2010-12[citation needed]
AAR wheel arr. B-B
UIC classification Bo'Bo'
Gauge 4 ft 8 12 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
Minimum curve 91m
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 type Diesel
Fuel capacity 6,056 l (1,332 imp gal; 1,600 US gal)*, 6,813 l (1,499 imp gal; 1,800 US gal)†
Power supply Catenary
Electric system(s) NJT: 12.5 kV 25 Hz AC Catenary
12.5 kV 60 Hz AC Catenary
25 kV 60 Hz AC Catenary
AMT: 25 kV 60 Hz AC Catenary
Current collection
method
pantograph
Prime mover 2x Caterpillar 3512C HD diesel engines,[3]
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.[4]
Engine RPM range 600-1800
Engine type V12
Aspiration Turbocharged
Displacement 58.6 l (3574 in3)[5]
Alternator 2x MITRAC TG 3800A, 1700 kVA [6]
Traction motors 4x MITRAC DR 3700F, 1,300 kW (1,700 hp) each [7][note 1]
Head end power 1100 kVA, 1,000 kW (1,300 hp), 3 phase, 3 x 480 V AC 60 Hz[9][10]
Transmission AC-DC-AC
Multiple working Yes, up to 2 units.[11][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)[13]
Max electric at rail: 5,900 hp (4,400 kW)[14]
Max diesel at rail: 3,600 hp (2,700 kW)[13] (no HEP)
Max diesel at rail: 2,734 hp (2,039 kW) (With HEP for 8 car train)[10]
Tractive effort 316 kN (71,000 lbf) starting
262 kN (59,000 lbf) continuous electric @55 km/h (34 mph)[15]
291 kN (65,000 lbf) continuous diesel @25.2 km/h (16 mph)[16][10]
Factor of
adhesion
4.056
Train heating Locomotive supplied HEP
Locomotive brake Regenerative/Dynamic, WABCO Electro-pneumatic.
Mechanical: hollow shaft mounted disc brakes,[7] plus tread brakes[17]
Locomotive
brakeforce
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)
Train brakes Pneumatic
Career
Railroad(s) NJ Transit
AMT
Number NJT: 4500-4534[18]
AMT: 1350-1369[18]
First run NJT: May 30th, 2012[19]
Sources :[20][21] except where noted
* NJT locos, † AMT locos

The ALP-45DP is a type of single cab dual-mode locomotive being built by Bombardier Transportation for use by New Jersey Transit and Agence métropolitaine de transport.

Operators[edit]

New Jersey Transit[edit]

In 2008 New Jersey Transit placed an order for 26 dual powered locomotives from Bombardier Transportation,[1] part of capital investment program including acquisition of 329 Bombardier Multi Level Coaches and 27 ALP-46A electric locomotives.[22] Funding for an additional 9 units was approved in July 2010, as part of NJ Transit's 2011 capital budget.[2][23][24] bringing the total owned by NJ Transit up to 35.[25]

The first of the NJT locomotives was displayed at Innotrans in 2010.[26]

The locomotives are providing service on the Morristown Line, Northeast Corridor Line, Montclair-Boonton Line, and more recently (March 3, 2014) on the Raritan Valley Line providing a long awaited one seat ride into New York Penn Station, (changing from diesel to electric power at Newark Penn Station).[27] They are numbered 4500 upwards to 4534.[18]

The first locomotive was officially unveiled at Newark Penn Station on May 11, 2011.[28]

Unit 4506 was the first to enter revenue service on the Montclair-Boonton Line as train 1006, on May 30, 2012.[19]

Agence métropolitaine de transport[edit]

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 Mascouche Line (AMT) to Montreal Central Station via the 25 kV AC electrified Mount Royal Tunnel.[1]

They are numbered 1350-1369.[18]

AMT 1350 arrived in Montreal on June 9, 2011, after being shipped to Newark and then moving north to its new home.[29]

Design[edit]

The ALP-45DP is an electro-diesel locomotive design derived from Bombardier's ALP-46 and TRAXX locomotives.[30][note 3] Design requirements included mass less than 288,000 lb (131,000 kg), length less than 75 ft, and emissions within EPA limits;[22] 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.[22] 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.[31] 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.[26] The engines were manufactured at Lafayette, Indiana, USA.[32]

Under diesel power each diesel engine powers a MITRAC TG 3800A alternator, (output of 1700kVA @ 1800rpm)[7] 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;[22] 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).[33][10]

The pantograph is of TransTech design.[34] 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.[35]) 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.[36][37] 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,[38][39][34]

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.[37] Two partially redundant auxiliary inverters are incorporated into the two main converter units.[36][40] 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.[40] 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. [41]

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.[34]

The braking system uses Wabtec's Fastbrake control system; there are two disc brakes per axle, as well as wheel tread brakes.[42] The mechanical parts of the brake system were supplied by Faiveley Transport.[43] Compressed air supply is charged through a Knorr screw compressor with a capacity of 3400 lmin−1 at 10 bar pressure,[44] stored two 480 liter air reservoirs.[42] The dynamic and regenerative braking system operates under all three NJT electrical systems.[7] 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.[45]

The locomotives are within Amtrak's A-05-1355 structure gauge, and meets CFR and AAR crashworthiness standards.[34] 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.[46] Total length is 21.8m; approximately 2m longer than the ALP-46A.[26]

The bodyshells of the locomotive were constructed at Bombardier's Wrocław site, bogies at Siegen, alternators from its Hennigsdorf factory; the locomotives were assembled at Kassel.[47]

ALP-45DP at Innotrans 2010
Tail end view 
Pantograph mounted at the rear of the locomotive 
Bogie and suspension detail 
Caterpillar prime mover inside the engine room 
Cab interior 
Engineer's controls 


Notes[edit]

  1. ^ a b Each traction motor drive unit consists of a MITRAC TM 3700F air cooled, three phase asynchronous motor, with a MITRAC GB 3700 helical spur gear and hollow shaft drive.[8]
  2. ^ Multiple working in dual mode with locomotives of the same class. NJT: Electric mode also with ALP-46, and ALP-44. Diesel mode with NJT PL 42 AC and GP 40.[12]
  3. ^ "ALP" refers to "American Locomotive Passenger"; "4" indicates the number of axles; "5" refers to the power class, ~5MW; "DP" indicates dual power.[27]
  4. ^ As a result of NJT regulations regarding tunnel operations, the individual fuel tank capacity is limited to 400 US gal (1,500 l; 330 imp gal) with four tanks in total.[18]

References[edit]

  1. ^ a b c d "Bombardier to supply electro-diesel locos". Railway Gazette International. 19 August 2008. "The locomotives will be a dual-mode diesel and AC overhead electric evolution of the ALP-46 electric design in service with NJ Transit since 2002" 
  2. ^ a b "NJ Transit approves FY2011 spending". Railway Gazette International. 19 July 2010. "An order for 100 additional double-deck commuter cars, valued at up to $293·5m, and 9 additional dual-mode locomotives costing $78·8m, was approved on July 15 by New Jersey Transit, exercising options on existing orders with Bombardier." 
  3. ^ Brugger et al. 2000, p. 561.
  4. ^ Pernička & Kuchta 2010, pp. 53, 56.
  5. ^ "3512C HD Petroleum Engine", Cat Oil and Gas  Specification sheet for 3512C HD engine from CAT
  6. ^ Pernička & Kuchta 2010, p. 56, "diesels".
  7. ^ a b c d Pernička & Kuchta 2010, pp. 56.
  8. ^ Canetta & Bikle 2010, Drive Unit, pp.13-14.
  9. ^ Brugger et al. 2000, p. 561-2.
  10. ^ a b c d Vitins 2011, Table 1.
  11. ^ Pernička & Kuchta 2010, p. 56, quote : Operation in multiple is possible - two locomotives being the maximum, and this is also feasible when the locomotives are operating in pushpull mode. It is also possible for ALP-45DPs to run in multiple with ALP-46(A) and other existing NJT (and AMT) vehicles..
  12. ^ NJ Transit ALP45DP Project Status (2009), Train Interoperability : Summarization (slide 17)
  13. ^ a b NJ Transit ALP45DP Project Status (2009), Major characterisitics (slide 5)
  14. ^ Pernička & Kuchta 2010, p. 55..For a limited time a maximum power of 4,400 kW can be delivered
  15. ^ Allenbach, Jean-Marc (November 11, 2009). "Fiche documentaire BoBo NJT ALP 45-DP" (in French). Retrieved June 11, 2011. 
  16. ^ Brugger et al. 2000, p. 562.
  17. ^ Canetta & Bikle 2010, Bogie, p.6.
  18. ^ a b c d e Pernička & Kuchta 2010, p. 58.
  19. ^ a b Vantuono, William (30 May 2012), "NJT’s ALP-45DP enters revenue service", Railway Age 
  20. ^ Pernička & Kuchta 2010, "Principal Technical Data", p.53
  21. ^ Canetta & Bikle 2010.
  22. ^ a b c d Vantuono 2008, p. 18.
  23. ^ "NJ Transit Orders Modern Rail and Bus Equipmjent". NJ Transit. 14 July 2010. 
  24. ^ "NJ Transit approves capital, operating budgets", www.businessweek.com, 14 July 2010 
  25. ^ DUAL POWER LOCOMOTIVE PROCUREMENT = 
  26. ^ a b c "ALP-45DP electro-diesel locomotive debut". Railway Gazette International. 23 September 2010. "With an overall length of 21·8 m, the dual-mode loco is around 2 m longer than the electric version. Careful design of the internal layout and has helped to keep weight of the four-axle loco to 130 tonnes. ... It has a pair of Caterpillar 3512C engines rated at 2 100 hp arranged symmetrically around the transformer and converter pack to balance the weight." 
  27. ^ a b Pernička & Kuchta 2010, p. 52.
  28. ^ "New Jersey Transit unveils first ALP-45 loco", www.railwaygazette.com, 16 May 2011 
  29. ^ "AMT electro-diesel arrives in Montréal". Railway Gazette International. June 16, 2011. Retrieved June 17, 2011. "Montréal commuter rail authority Agence Métropolitaine de Transport took delivery of its first Bombardier-built ALP-45 electro-diesel locomotives on June 9. [...] Built at Kassel in Germany, the locomotive was shipped from Hamburg to Newark, New Jersey, and moved to Montréal under its own power" 
  30. ^ Pernička & Kuchta 2010, p. 54, ALP-45DP Design Concept.
  31. ^ Canetta & Bikle 2010, p. 4.
  32. ^ Pernička, Kuchta & 2010 pp.53, 56.
  33. ^ Brugger et al. 2000, p. 562, ALP-45DP und ALP-46A Leistungen am Rad.
  34. ^ a b c d Vantuono 2011, p. 29.
  35. ^ Pernička & Kuchta 2010, p. 54, "electrical equipment".
  36. ^ a b Pernička & Kuchta 2010, "traction converter".
  37. ^ a b Pernička & Kuchta 2010, p. 55, "transformer".
  38. ^ Pernička & Kuchta 2010, p. 56, "traction motor".
  39. ^ Vantuono 2008, p. 18, quote : .. to reduce unsprung mass by suspending the traction motors on the trucks, not the axles (like the ALP-46 and newer ALP-46A).
  40. ^ a b Pernička & Kuchta 2010, p. 56, "auxiliary".
  41. ^ Canetta & Bikle 2010, p. 7-8.
  42. ^ a b Canetta & Bikle 2010, p. 8, Brake
  43. ^ Pernička & Kuchta 2010, p. 56, "braking".
  44. ^ Pernička & Kuchta 2010, p. 56, "compressed air".
  45. ^ Vitins 2011, Page 4, line 25.
  46. ^ Vitins 2011, pp. 5, also 9, quote: "..Caterpillar 3512HD high speed engines were chosen for the diesel mode. ... they meet Tier3 exhaust emission standards. A solution is now being prepared to meet Tier4".
  47. ^ Pernička & Kuchta 2010, pp. 56, 58.

Sources[edit]

External links[edit]

Images, video