mark1447 Posted June 1, 2012 Share #1 Posted June 1, 2012 Locomotive No. 4506, pulling Train No. 1006, arrived at Montclair State University Station in Montclair, N.J., on the Montclair-Boonton Line, under diesel power, raised its pantograph to make contact with the catenary, shut off its diesel engines, and left the station for Hoboken Terminal under electric power. The new ALP-45DP “conserves fuel, reduces emissions, and increases operating flexibility,” NJT said. Many rail customers prefer a one-seat ride, but electrification, while it offers many benefits, is costly. The Bombardier Transportation-supplied ALP-45DP, which NJT and AMT (Montreal) have acquired in a joint procurement, addresses both these issues. In non-electrified territory, twin EPA Tier 3-compliant, 12-cylinder Caterpillar 3512HD (High Displacement) diesels running at up to 2,100 rpm provide a combined 4,200 hp, a starting tractive effort of 71,000 pounds, and a top speed of 100 mph. In electric mode, drawing power from catenary, a transformer virtually identical to that in the ALP-46A provides 5,360 hp of traction power and a top speed of 125 mph. Changing between diesel and electric modes is simple and does not interrupt head-end power. To change from diesel to electric, the operator engages the Pantograph Up switch. To change from electric to diesel, the operator engages the Fault Reset button. In either case, changeover takes approximately 100 seconds, and there is automated voice acknowledgement. No electrical modifications were required for NJT’s existing cab control cars or trailer coaches, so, in effect, the ALP-45DP is a “plug and play” locomotive. Designed and engineered by Bombardier in cooperation with STV, Inc. and the two transit agencies, the ALP-45DP is based upon the four-axle ALP-46A electric, which itself is based upon Bombardier’s European TRAXX locomotive. It shares many components and systems with its electric cousin. Among these are the fully suspended drive system, Bombardier MITRAC® TC3360DPV01 IGBT traction converter, and cab layout. The locomotive weighs in at 284,000 pounds—8,000 pounds less than the threshold for operating at speeds greater than 79 mph on the Northeast Corridor—fully fueled with 1,800 gallons of diesel fuel in four compartmentalized 450-gallon tanks, two for each engine. It is 14 feet, 5-1/4 inches high; 71 feet, 6-1/4 inches long; and 9 feet, 8-1/8 inches wide, with a 71,000-pound axle load. Truck axle base is 9 feet, 2-1/4 inches. The carbody is within Amtrak’s A-05-1355 clearance diagram. Structurally, it meets 49 CFR Part 238 (Tier 1 Passenger Equipment Crashworthiness), 49 CFR Part 229 (Locomotive Crashworthiness), AAR S-580, and APTA SS-C&S-034-99 requirements. The fuel tanks, which are integral with the monocoque carbody, meet 49 CFR Part 223 and AAR S-5506 requirements. Due to length and weight requirements, the ALP-45DP is a single-cab, single-pantograph (Transtech) design. It’s equipped with a Hotstart AESS system, Wabtec brakes, and a PHW-supplied ACSESII automatic train protection/9-aspect cab signal system (only on the NJT version). Braking effort in regenerative electric mode is 34,000 pounds; dynamic braking power in diesel mode is 1,767 hp. It’s got a specially designed water/nitrogen fire suppression system. http://railwayage.com/index.php/passenger/commuter-regional/njts-alp-45dp-enters-revenue-service.html Link to comment Share on other sites More sharing options...
Orion VII 4 Life Posted June 1, 2012 Share #2 Posted June 1, 2012 I don't get this order at all. If there's not gonna be any trains from diesel territory into Penn Station, then why the f**k were these ordered? Another smart one by the true geniuses ordering equipment at NJT... They can afford dual-mode locos that don't serve any purpose besides saving on diesel but they can't afford a decent bus? Link to comment Share on other sites More sharing options...
DaTransitMan4608 Posted June 1, 2012 Share #3 Posted June 1, 2012 I don't get this order at all. If there's not gonna be any trains from diesel territory into Penn Station, then why the f**k were these ordered? Another smart one by the true geniuses ordering equipment at NJT... They can afford dual-mode locos that don't serve any purpose besides saving on diesel but they can't afford a decent bus? I'm pretty sure that they're gonna send those locos into Penn Station soon. The reason why their not going to Penn Station right now is because they probably haven't gotten the all-clear from Amtrak to send the dual-modes into Penn Station yet. Link to comment Share on other sites More sharing options...
BM5 via Woodhaven Posted June 2, 2012 Share #4 Posted June 2, 2012 Also the limited train capacity and also it has to make sure everything is set up correctly in terms of communication . Link to comment Share on other sites More sharing options...
Fan Railer Posted June 2, 2012 Share #5 Posted June 2, 2012 Video of the mode change from electric to diesel: http://www.youtube.com/watch?v=iKBZllrWZPo Link to comment Share on other sites More sharing options...
Cait Sith Posted June 2, 2012 Share #6 Posted June 2, 2012 I don't get this order at all. If there's not gonna be any trains from diesel territory into Penn Station, then why the f**k were these ordered? Another smart one by the true geniuses ordering equipment at NJT... They can afford dual-mode locos that don't serve any purpose besides saving on diesel but they can't afford a decent bus? These engines were ordered specifically for the ARC Tunnel project. But since that has been axed, their fate has been unknown. I think these will be used to go to Penn when this Gateway Tunnel is up and around. Not 100% sure. Link to comment Share on other sites More sharing options...
mark1447 Posted June 3, 2012 Author Share #7 Posted June 3, 2012 These engines were ordered specifically for the ARC Tunnel project. But since that has been axed, their fate has been unknown. I think these will be used to go to Penn when this Gateway Tunnel is up and around. Not 100% sure. I'm sure these will be used for Penn access. There was a plan thrown to have the RVL extended from its current terminal (NWK PENN / HOB) to NY. Edit: Now I forgot if these are being ordered to replace the GP40s/F40s (NOT MNCRR) or supplement. If replaced, then I'm sure the PL42s on the RVL may bump down to the ACL. ACL has PL42/GP40/F40/P40. Link to comment Share on other sites More sharing options...
Fan Railer Posted June 3, 2012 Share #8 Posted June 3, 2012 I'm sure these will be used for Penn access. There was a plan thrown to have the RVL extended from its current terminal (NWK PENN / HOB) to NY. Edit: Now I forgot if these are being ordered to replace the GP40s/F40s (NOT MNCRR) or supplement. If replaced, then I'm sure the PL42s on the RVL may bump down to the ACL. ACL has PL42/GP40/F40/P40. They're only knocking off F40s for now. And The RVL extension won't happen until there's more track space available at NYP, ie, Gateway Project. Link to comment Share on other sites More sharing options...
mark1447 Posted June 3, 2012 Author Share #9 Posted June 3, 2012 They're only knocking off F40s for now. And The RVL extension won't happen until there's more track space available at NYP, ie, Gateway Project. How long do you think MNCR WOH F40s ill stay around for? Link to comment Share on other sites More sharing options...
Queens Surface Posted June 3, 2012 Share #10 Posted June 3, 2012 They're only knocking off F40s for now. And The RVL extension won't happen until there's more track space available at NYP, ie, Gateway Project. Wow, from me reading around, the GP40s are being retired/sold/leased.... How long do you think MNCR WOH F40s ill stay around for? They can push about another 7-10 years... Link to comment Share on other sites More sharing options...
qjtransitmaster Posted June 4, 2012 Share #11 Posted June 4, 2012 These dual-modes take 2 trains and make em one allowing them to eliminate some bayhead shuttles and have 1 train do the job of 2 trains eliminating transfers in the process. Link to comment Share on other sites More sharing options...
Fan Railer Posted June 4, 2012 Share #12 Posted June 4, 2012 These dual-modes take 2 trains and make em one allowing them to eliminate some bayhead shuttles and have 1 train do the job of 2 trains eliminating transfers in the process. And I expect them to go down there and enter service on the NJCL as soon as they're done filling in rotations on the M&E an M&B branches. It's the next most logical way to introduce them into service. Link to comment Share on other sites More sharing options...
mfs NJT459 Posted June 4, 2012 Share #13 Posted June 4, 2012 i wonder if the Jersey Shore Commuters Club parlor car 5459 will operate from Bay Head to New York Penn with an ALP-45DP Link to comment Share on other sites More sharing options...
Fan Railer Posted June 5, 2012 Share #14 Posted June 5, 2012 i wonder if the Jersey Shore Commuters Club parlor car 5459 will operate from Bay Head to New York Penn with an ALP-45DP perhaps, more likely than not. we'll just have to wait and see right? Link to comment Share on other sites More sharing options...
Fan Railer Posted June 5, 2012 Share #15 Posted June 5, 2012 another ALP-45 Set entered service today, this time on the M&E. Train 808 in the morning. Link to comment Share on other sites More sharing options...
mark1447 Posted June 7, 2012 Author Share #16 Posted June 7, 2012 Finally caught 4504: Plus a photo in my train batch: http://www.nyctransitforums.com/forums/topic/35355-shots-the-train-batch-june-7-2012-lirr-njt-etc/ Link to comment Share on other sites More sharing options...
Fan Railer Posted June 8, 2012 Share #17 Posted June 8, 2012 another ALP-45 Set entered service today, this time on the M&E. Train 808 in the morning. Unit is 4503. Train 855 in the evening. http://www.youtube.com/watch?v=o1WZ3Lgcmi0 Link to comment Share on other sites More sharing options...
Recommended Posts
Archived
This topic is now archived and is closed to further replies.