Bombardier ALP-45DP
The Bombardier ALP-45DP is a type of single cab dual-mode locomotive built by Bombardier Transportation for use by New Jersey Transit and Exo.
Operators
New Jersey Transit
New Jersey Transit purchased 26 ALP-45DPs in 2008, with an option to purchase up to 63 additional units. The first locomotive from the order was displayed at Innotrans in 2010 and was officially unveiled at Newark Penn Station on May 11, 2011. NJT purchased 9 additional units in July 2010. The locomotives from these two orders are numbered 4500–4534.The ALP-45DPs are used on the Morristown Line, Montclair-Boonton Line, Raritan Valley Line, Northeast Corridor Line, and the North Jersey Coast Line, providing a one-seat ride into New York Penn Station. They are also used on the Main Line, Bergen County Line, Pascack Valley Line, and occasionally on Metro-North Railroad's Port Jervis Line. They have replaced all GP40FH-2 and F40PH-2CAT locomotives, and a majority of the GP40PH-2 locomotives.
In December 2017, NJT purchased 17 additional ALP-45DPs, which will replace the remaining GP40PH-2B fleet. On June 28, 2019, Bombardier announced that the first car body from this order was inspected and approved for final assembly.
In October 2019, as part of New Jersey Transit's 40th Anniversary, locomotive No. 4519 was wrapped in an Erie Lackawanna Railway heritage scheme.
In July 2020, NJT ordered 8 additional ALP-45DPs, which are intended to replace the PL42AC fleet, due to the latter's unreliability and inability to be upgraded to meet new Environmental Protection Agency standards.
The locomotives from the 2017 and 2020 orders will be numbered 4535–4559.
Exo
In 2008 the predecessor of Montreal's Exo, the Agence métropolitaine de transport, ordered 20 locomotives, the order value was €152 million. These units replaced the remaining GP9s, F40PHRs, and all ex-NJT equipment. The locomotives are for use on the Vaudreuil-Hudson line, Saint-Jérôme line, Mont-Saint-Hilaire line, and Mascouche line to Montreal Central Station via the electrified Mount Royal Tunnel. They are numbered 1350-1369.The first unit, AMT 1350 arrived in Montreal on June 9, 2011, after being shipped to Newark and then moving north to its new home.
The locomotives run in electric mode along the entirety of the Deux-Montagnes line and along the Mascouche line between Montreal Central Station and Ahuntsic station. However, with the conversion of the Deux-Montagnes line into the mainline of the Réseau express métropolitain light metro system and the permanent truncation of the Mascouche line to Ahuntsic station starting in January 2020, the locomotives will be run exclusively in diesel mode.
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, length less than, 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 each. The systems for the two engines are independentfor example, each has a separate fuel supply 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 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 in electric mode to in diesel mode; under diesel power, the same tractive effort curve is maintained up to around .
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 V01 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 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 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 lowered until the prime movers have been started, and the prime movers are not shut down until the pantograph has made contact with the catenary wire. 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 at pressure, stored in two 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, approximately longer than the ALP-46A.
The bodyshells of the locomotive were constructed at Bombardier's Wrocław site, the bogies at Siegen, and the alternators at Hennigsdorf factory. The locomotives were assembled at Kassel.