In 2008 New Jersey Transit placed an order for 26 dual powered locomotives from Bombardier Transportation, part of capital investment program including acquisition of 329 Bombardier Multi Level Coaches and 27 ALP-46A electric locomotives. Funding for an additional 9 units was approved in July 2010, as part of NJ Transit's 2011 capital budget. bringing the total owned by NJ Transit up to 35.
The first of the NJT locomotives was displayed at Innotrans in 2010.
The locomotives are providing service on the Morristown Line, Montclair-Boonton Line, Raritan Valley Line, Northeast Corridor Line, and the North Jersey Coast Line (May-2015) providing a one-seat ride (OSR) into New York Penn Station. The ALP-45DP's also serve on the Main Line, Bergen County Line, and occasionally on Metro-North Railroad's Port Jervis Line. They are numbered 4500 upwards to 4534.
The first locomotive was officially unveiled at Newark Penn Station on May 11, 2011.
Unit 4506 was the first to enter revenue service on the Montclair-Boonton Line as 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 Mascouche Line (AMT) to Montreal Central Station via the 25 kV AC electrified Mount Royal Tunnel.
They are 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. Design requirements included mass less than 288,000 lb (131,000 kg), length less than 75 ft (22.86 m), 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, 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 6,700 hp (5.0 MW) (including HEP) in electric mode to 4,200 hp (3.1 MW) in diesel mode; 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).
The pantograph is of TransTech design. The ABB supplied main transformer has four secondary taps, switchable to supply 1360 V 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 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 locomotives uses four 1,300 kW (1,700 hp) 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 provides an 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 480 V 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. 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 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.
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.ALP-45DP at Innotrans 2010