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Diesel/Electric Multiple Unit A Modern Light Rail
Vehicle
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Concept
Developed by a Stadler & Bombardier consortium
Manufactured and partially tested in Switzerland &
Germany
70% low floor, double articulated LRV, with 3carbody sections, and 3 trucks,
End sections for passengers and center section for
propulsion & auxiliary.
Two cabs, 4 large doors two per each end section.
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Concept (con’t)
Designed based on similar GTW/2/6 vehicles
(Articulated power car with 2 driven axles out of
6) built for European commuter/main lines .
Adapted for specific New Jersey requirements:
Crashworthiness (No damages for head-on
collision at 15mph)
Smaller track curve radius (140 ft. Camden
street operation) Higher comfort level (Reduced noise and
vibration, efficient HVAC)
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Technical Data Overall Length 102.5 feet
Empty Weight 54 tons
Speed (Max. on RL) 60 mph
Capacity AW2 (Seats+ Standees) 92+104=196
Capacity AW3 (Seats +Standees) 92+ 156=248
Op. Range (one fuel tank) 530 miles
Mileage at AW3 2miles/gallon
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Propulsion
Diesel Engine:
4 stroke, direct injection, liquid cooled,turbo
charging, electronic system (ECS) for fuel quantity,
start of injection and rpm control. Direct coupled
with AC Generator
Power for propulsion: 625 HP (460 kW)
Max. output power at 2100 rpm: 750 HP (550 kW)
Traction Generator Unit: AC Synchronous generator, direct coupled with
the diesel engine
Rectifier Protection Fuses
Power Path Rectifier
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Propulsion (con’t)
Intermediate Link
Traction converter unit with IGBTs, provides 3
phase AC current to 2 motors
Braking resistors Auxiliary power supply
Drive Units
Two traction motors- self ventilated,
encapsulated, weather proof, 6 poles, 3 phaseasynchronous, squirrel cage winding. Directly
coupled with the gear.
Transmission with parallel gears, ratio 6.667:1.
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Braking Electro-dynamic used as the primary service brake
(rate: 3 mphps)
Dissipation of the braking energy via braking
resistors
Dissipation /reuse via the auxiliary converter
Direct Electro-Pneumatic
Friction brake used as complementary and at low
speed for service brake. Two disks per axle on trailer/end trucks, one disc
per axle on power truck
Track Brakes
6 units , 2 per truck
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Braking (con’t)
Spring Applied Parking Brake
4 per car, holding a AW3 car on 6% grade
Slide Control & Sanding to improve adhesion
Active for all braking modes except the cab’s EBpush button
Emergency Brake Rate
3 seconds build-up time for SBD calculations.
Less than one second actual. 4.5 mphps
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Passenger Comfort
HVAC- designed/built by HFG-Faiveley
Engine warm water used for heating
Refrigerant R134a
Two independent & automatic units for cabs, roof mounted Cooling capacity: 3.9 kW
Two independent screw-compressor units for
passenger area, roof mounted, Cooling capacity:
2x15.5 kW. “C” Section: Boiler and oil burner provide
additional heat.
Digital controller FPC4R/C
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Passenger Comfort (con’t)
RIDE QUALITY
Noise: Low level inside and outside.
Vertical & lateral acceleration levels for 4/2.5
hours comfort level
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Engine Emissions
Test compliant with :
Subparts D and E of 40 CFR 89
Subpart I of 40 CFR 86
Utilizing the fuel (Type 2-D)and equipment asrequired
Test Result
Max. Allowed Result
Nitrous Oxides 6.9 6.030 Carbon Monoxide 3.7 0.980
Hydrocarbons 1.0 0.310
Particulate Matter 0.4 0.118
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Investigating a Cleaner DieselWays of Reducing Emissions
Envirosafe- A Pyroban Group Co.
Diesel (2 way) Catalyst: Cost effective solution to
eliminate CO and HC and reducing particulate
matter
Diesel Filter (Eminox): Eliminates P10 particles
Continuous Regeneration Trap- CRT: Extraction
of soot particles; reduction of CO and HC.
Siemens VDO Automotive PCR Piezo-Common Rail-Improved Injection System
Siemens SINOx-Diesel-Katalisatoren: A filter
system
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Dual Modes for Tunnel Operation River Line DMU LRV with Pantograph
GTW 2/6 specific design for Switzerland tunnels
Significant Advantages by using the same basic
design Worth exploring the feasibility with Bombardier
Siemens/EMD Project for LIRR Locomotive
DM 30 AC for LIRR- Diesel electric at groundlevel, all electric -third rail- in tunnels.
Alternative operation diesel/third rail offers
passengers the “one-seat ride” from anywhere to
Manhattan
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The DMUs Market
Siemens 628.9/629 DMU for German Rail & for US
FRA Rules
Same as Class 628.4
Units of 2 (motor car +motor car) Siemens DESIRO - a classic low cost DMU Hydraulic
Units of 2 (motor car +motor car)
Mass produced components
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The DMUs Market (con’t)
Bombardier ITINO DMU
Units of 2 (motor car +motor car)
Bombardier Talbot Talent a DMU Electric
Siemens Regio Sprinter Tested in Calgary with good results
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A Comparison DMUs - LRVs Characteristics Colorado Railcar River Line
DMUHBLRT/NCS
LRV
Performance
Maximum design speedMaximum operating speed
Emergency brakingMinimum horizontal curve radiusMinimum vertical curve radius
Single Level
100 mph90 mph
2.00 mphps250 feet2000 feet
Bi-Level
100 mph90 mph
2.00 mphps250 feet2000 feet
70 mph60 mph
4.50 mphps140 feet1500 feet
65 mph55 mph
4.5-6 mphps60 feet1500 feet
Weight and CapacityEmpty weight powered DMU cab car
Seating powered DMU cab car Maximum passenger capacity – AW3
includes standees (6 passeng/sq.m)
Single Level175,000 lb
92-98
246
Bi-Level194,000 lb
185
412
119,000 lb
90
232
96,000 lb
68
248
DimensionsLength (over couplers)Length (over body ends)Width (over side sheets)
Height (rail to roof)Height (rail to lower floor)
Doorway width/number of doors per sideDoorway height
Truck centersTruck wheelbaseWheel diameter
Single Level85 feet83’ 6 ½”10 feet
14’ 10 ¾ “51 inches
76 inches x 16.5 feet
59’ 6”8’ 6”36”
Bi-Level85 feet83’ 6 ½”10 feet
14’ 10 ¾ “18 inches
108 inches6.5 feet
59’ 6”8’ 6”36”
102.5 feet
10 feet
12.5 feet23 inches
51inches x 26.5 feet
38.33 feet6.5 feet26.77”
90.00 feet87.75 feet
8.80 feet
12.30 feet13.75 inches
48” x 465 inches
33.30 feet6’ 3”26”
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A Comparison DMUs – LRVs (2) Summary of Main Characteristics
COLORADORIVER
LINEHBLRT
Emergency Braking (mphs) 2 4.5 4.6 - 6
Min. Track Curve (feet) 250 140 60
AWO Weight (lbs.) 175k 119k 96k
Crashworthiness (mphs) No 15 12.5
Parking Brake Manual Fail Safe SAPB
Floor Height to TOR (inch) 51 23 13 3/4
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A Preliminary Evaluation of theNJ GTW2/6 Operation
The NJ GTW2/6 is the right choice for the River Line
Operations.
This overall preliminary assessment is based on:
1. Good results of the critical tests performed abroadand on site
Dynamic Type Tests
UIC 518: Safety, Stability and Running Behavior
ISO 2631: Ride Comfort2. Three months of revenue service simulation with the
fleet of 20 cars
Over 10,000 miles per car on the River line track.
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A Preliminary Evaluation of theNJ GTW2/6 Operation (con’t)
3. One month of revenue service
Over 300,000 miles operated to date with 20 cars
4. Shop Vehicle Maintenance Information System -
MAXIMO- in place to manage the assets and theSOPs.
5. Engineering issues are being consistently and
professionally addressed
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Dynamic Type Tests Test site: Camden Water Front to Trenton
Test runs conditions as per UIC 518 (most
demanding cases)
Civil speed + 10% (Max. 60 + 6 = 66 mph) Maximum load of 40,000 lb
Secondary (air bag) suspension deflated
Uncompensated lateral acceleration of 1.1
m/s2
(2.5 mphps) Both directions of travel