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EMD DE30AC and DM30AC

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EMD DE30AC/DM30AC
DM30AC 501 at New Hyde Park
Type and origin
Power type
  • Diesel-electric (DE30AC
  • Dual mode (DM30AC)
BuilderGeneral Motors Electro-Motive Division (EMD)
ModelDE30AC, DM30AC
Build date1997–1999
Total produced46
Specifications
Configuration:
​
 • AARB-B
 • UICBo′Bo′
 • CommonwealthBo-Bo
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Wheel diameter44 in (1,118 mm)
Minimum curve
  • 135 ft (41 m) radius/ 43.5° (single unit)
  • 240 ft (73 m) radius/ 23° (coupled)
Wheelbase
  • Locomotive: 46 ft 2 in (14.07 m) (between truck centers
  • Truck: 9 ft 6 in (2.90 m)
Length75 ft 0 in (22.86 m)
Width10 ft 1 in (3.07 m)
Height14 ft 4 in (4.37 m)
Axle load75,000 lb (34,019 kg) Max
Adhesive weight100%
Loco weight
  • DE30AC (400–403): 296,878 lb (134,662 kg)
  • DE30AC (404–422): 291,735 lb (132,329 kg)
  • DM30AC: 299,844 lb (136,007 kg)
Fuel type
  • Diesel (DE)
  • Diesel and electric (DM)
Fuel capacity
  • DE: 3,000 US gal (11,000 L)
  • DM: 2,400 US gal (9,100 L)
Lubricant cap.215 US gal (810 L)
Coolant cap.210 US gal (790 L)
Sandbox cap.
  • 10 cu ft (280 L) (Front)
  • 5 cu ft (140 L) (Rear)
Electric system/sThird rail, 750 V DC (DM only)
Current pickup(s)Contact shoe (DM only)
Prime moverEMD 12N-710G3B-EC
RPM range434–904
Engine type45° V12, two stroke cycle
AspirationMechanically-assisted Turbocharger
Displacement8,520 cu in (139.6 L)
AlternatorEMD TA12-QBE
Traction motors4 × Siemens 1TB2624-0TA02 720 hp (540 kW)
Cylinders12
Cylinder size710 cu in (11.63 L)[1]
TransmissionAC-DC-AC
MU workingYes
Train heatingLocomotive-supplied head-end power
Loco brakeKNORR CCB1 (26C)
Train brakesKNORR CCB1 (26C)
Safety systemsCab signalling, ATC
Performance figures
Maximum speed
  • 100 mph (160 km/h) (diesel)
  • 80 mph (130 km/h) (electric)[2] (92:19 gear ratio)
Power output
  • Diesel: 3,000 hp (2,237 kW)[2][3]
  • Electric: 2,880 hp (2,150 kW) (DM30AC only)[2]
  • Max @ Rail: 2,873 hp (2,142 kW)
Tractive effort
  • Starting: 80,000 lbf (356 kN)
  • Continuous: 60,000 lbf (267 kN) @20 mph (32.2 km/h)
Factor of adh.~3.7
Brakeforce30,000 lbf (133 kN) from 40 mph (64.4 km/h) to 35 mph (56.3 km/h) (Electric Mode) or 15 mph (24.1 km/h) (Diesel Mode)
Career
OperatorsLong Island Rail Road
Number in class
  • 24 (DE30AC)
  • 20 (DM30AC)
Numbers
  • 400–423 (DE30AC)
  • 500–522 (DM30AC)
DispositionLocomotive #503 damaged in a fire in October 2000

Locomotive #507 converted to #423 after electrical cabinet failure

Locomotive #511 retired due to derailment in May 2019

Rest of fleet operational
[2]

The EMD DE30AC and DM30AC are a class of 46 locomotives built between 1997–1999 by Electro-Motive Division in the Super Steel Plant in Schenectady, New York, for the Long Island Rail Road of the Metropolitan Transportation Authority (MTA) in New York. Originally divided equally between the two types, the fleet currently consists of 24 DE30AC locomotives (diesel power only) and 20 DM30AC locomotives (diesel or third rail power).

Details

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The DE30AC and DM30AC locomotives replaced aging GP38 locomotives, with GP38s used to push and pull diesel trains and other locomotives converted into power packs (cab control) used to provide head-end power for the trains. The bodies of the DE30AC and the DM30AC are extremely similar; the difference is the ability of the DM30AC to use electric third rail while the diesel engine is off, enabling the locomotive to use the East River Tunnels into New York Penn Station. This permits direct service from non-electrified lines in eastern Long Island via the western electrified main lines all the way to Penn Station. A few such trains a day run on the Port Jefferson, Montauk, and Oyster Bay branches, usually during peak times. Due to their height, the DE30AC and DM30AC locomotives, as well as the C3 bilevel railcars that they typically haul, cannot fit through the 63rd Street Tunnel, and are thus unable to serve Grand Central Madison station.[4]

Single engines run with six cars or fewer, in which case the engine is on the east end of the train and a C3 cab car is on the west (Manhattan-facing) end. Generally, two engines are used when there are seven or more cars. Running in electric mode requires two DM30ACs per train regardless of train length.

Accidents

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  • DM30AC 503 was damaged in an accident at Huntington on October 23, 2000, when a defective shoe beam caused a 750-volt short circuit with the locomotive's third rail contact shoe, which in turn caused the locomotive to catch fire.[5] It sat in the LIRR's Morris Park Facility and had been stripped for spare parts to maintain the remainder of the fleet until July 2018, when it was scrapped.
  • DM30AC 511 was damaged in an accident on May 25, 2019. It hit a 14-unit long train stopped at the siding east of Speonk station, which is 13 units long; this caused the locomotive to lose a third rail shoe and sustain frame damage.[6] It is now sitting in the Morris Park Facility, most likely to be used for parts before being scrapped.[7]

In addition, DM30AC 507 suffered an electrical cabinet failure. Unlike 503 and 511, it was salvaged by being converted into a DE30AC locomotive, renumbered to 423, and returned to service.

Planned replacement

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In December 2020, the Metropolitan Transportation Authority of New York board approved a Federal Transit Administration-funded $335 million contract for 27 dual-mode locomotives, based on the Siemens Charger design. The order also includes additional options for up to 144 more locomotives, of which 66 could go to the LIRR. The LIRR has not optioned the locomotives as of July 2023.[8][9]

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  • DE30AC #401
    DE30AC #401
  • DM30AC #515
    DM30AC #515
  • DM30AC #511 on the Cannonball Express
    DM30AC #511 on the Cannonball Express
  • The cab of engine #513
    The cab of engine #513
  • The remnants of engine #503 (August 2011)
    The remnants of engine #503 (August 2011)
  • The cab of engine #503 (August 2011)
    The cab of engine #503 (August 2011)

See also

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References

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  1. ^ "New 710ECO Repower Products Provide High Performance for Low and Medium Horsepower Applications" (PDF). Electro-Motive Diesel. March 2008. Archived from the original (PDF) on August 28, 2016.
  2. ^ a b c d "Diesel-Electric Passenger Locomotives DE30AC and DM30AC" (PDF). Siemens AG. Retrieved January 14, 2011.[dead link]
  3. ^ LaMay, Robert A. (1998). "Long Island Rail Road's DE30 and DM30 Locomotives". Railpace. Archived from the original on June 23, 2018. Retrieved August 31, 2008.
  4. ^ "Chapter 28: Comments and Responses on the Draft Environmental Impact Statement". East Side Access Environmental Impact Statement (PDF). MTA Capital Construction. March 2001. Archived (PDF) from the original on March 15, 2018. Retrieved February 2, 2018.
  5. ^ Demoretcky, Tom; Mason, Bill (October 24, 2000). "LIRR Fire Delays Port Jeff Branch". Newsday. p. A.28.
  6. ^ Castillo, Alfonso A. (October 30, 2019). "Track circuit failure caused LIRR train derailment in Speonk, report states". Newsday. Retrieved August 4, 2023.
  7. ^ "Long Island Railroad Wrecks". TrainsAreFun. 2006.
  8. ^ "Joint Metro-North and Long Island Committees Meeting". Metropolitan Transportation Authority. December 2020. pp. 128–132.
  9. ^ "Metro-North set to buy dual-mode locomotives from Siemens". Trains Magazine. December 14, 2020. Archived from the original on January 31, 2021. Retrieved February 1, 2021.
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