Talk:Bombardier ALP-45DP

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Trains: in New York City / Locomotives Mid‑importance

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Electrical systems

I can't see 12.5 kV 60 Hz in the specification. Where did this information come from and which railroads use this system? Biscuittin (talk) 21:38, 12 July 2010 (UTC)[reply]

Found it: "A 12.5 kV 25 Hz section between New York City and New Haven, Connecticut was converted to 60 Hz in the last third of the 20th century." See Railway_electrification_system#Low-frequency_alternating_current. Biscuittin (talk) 13:13, 13 July 2010 (UTC)[reply]

Head-end power

Does 3 x 480 V/60 Hz mean three separate single-phase supplies or one 3-phase supply? Biscuittin (talk) 13:03, 13 July 2010 (UTC)Fan Railer (talk) 14:07, 14 July 2012 (UTC)[reply]

One 3 phase supply.

Continuous Tractive Effort

Are these Continuous Tractive Effort figures correct? ALP-45DP: 292 kN, whereas PL42AC: only 120 kN? Tim PF (talk) 01:52, 4 February 2011 (UTC)[reply]

I suspect that the continuous tractive effort for the PL42AC is taken from its maximum operating speed, which is quite an uncommon practice.Fan Railer (talk) 14:07, 14 July 2012 (UTC)[reply]

NJT routes

Does anyone have any idea on which routes NJT intend to use these locomotives? I had inferred that they were originally ordered for the now cancelled Access to the Region's Core (Trans Hudson Express Tunnel), and I guess that it was probably cheaper to continue with these orders, even if they end up being used on existing diesel-only or electric-only routes. Tim PF (talk) 16:39, 10 February 2011 (UTC)[reply]

They're in service now, obviously, and as far as I know, they are not cleared for NEC revenue service operations yet, so they will remain on the Morristown and Montclair/Boonton lines for the time being.Fan Railer (talk) 14:07, 14 July 2012 (UTC)[reply]

New Specifications and descriptions sheet

This is interesting and ought to be looked at for reference material in the expansion of the article: http://intranet.imet.gr/Portals/0/UsefulDocuments/documents/02421.pdf Fan Railer (talk) 14:07, 14 July 2012 (UTC)[reply]

How many fuel tanks in AMT ?

In http://www05.abb.com/global/scot/scot326.nsf/veritydisplay/2cb85de0f43836f3c12578260051d829/$file/railvolution06-10-traction-transformer.pdf it says NJT rulings regarding safety in tunnels, each fuel tank compartment has a capacity of just 400 gallons (1,514 litres), ie. of 4 x 400 gallons in total

But everywhere else it says two fuel tanks (also in http://intranet.imet.gr/Portals/0/UsefulDocuments/documents/02421.pdf) eg The two (2) fuel tanks are fully integrated into the structure as important structural components and Each tank has a capacity of about 900 US gallons (3400 l).

There must be 2 in AMT and 4 in NJT ??Oranjblud (talk) 21:51, 3 September 2012 (UTC)[reply]

Fuel tanks and fuel tank compartments are not the same thing. There are two tanks, which are each subdivided into two 450 gallon compartments, but NJT limits fuel to 400 gallons because of regulations governing locomotives traveling into NY Penn Station. Fan Railer (talk) 07:06, 19 November 2013 (UTC)[reply]

Electric Arc Suppression

After viewing some videos on the internet, I've made a conclusion that it's pneumatic. So prior to disconnecting form power grid (catenery), a blast of air is given to blow off the electric arc, then the pantograph drops. You can hear it in those vids. in this video I am not an author of this video, but I've put the correct time codes in comments. GK tramrunner RU (talk) 00:45, 1 December 2022 (UTC)[reply]