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EMD AEM-7

January 07, 2023

The EMD AEM-7 is a twin-cab four-axle 7,000 hp (5.2 MW) B-B electric locomotive built by Electro-Motive Division (EMD) and ASEA between 1978 and 1988. The locomotive is a derivative of the Swedish SJ Rc4 designed for passenger service in the United States. The primary customer was Amtrak, which bought 54 for use on the Northeast Corridor and Keystone Corridor. Two commuter operators, MARC and SEPTA, also purchased locomotives, for a total of 65.

EMD AEM-7
Amtrak AEM-7 No. 943 with a Metroliner at Seabrook, Maryland, in 1987
Type and origin
Power typeElectric
BuilderGeneral Motors Electro-Motive Division
ModelSJ Rc
Build date1978–1988
Total produced65
RebuilderAlstom
Rebuild date1999–2002
Number rebuilt29
Specifications
Configuration:
​
 • AARB-B
 • UICBo'Bo'
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Wheel diameter51+1⁄8 in (1,299 mm)
Wheelbase25 ft 7+1⁄16 in (7.80 m) (between truck centers)
Length51 ft 1+25⁄32 in (15.590 m)
Width10 ft 2 in (3.10 m)
Height14 ft 9.5 in (4.51 m)
Loco weight101 short tons (90 long tons; 92 t)
Power supply500 kW, 480 V AC
Electric system/s
Overhead line:
Current pickup(s)Dual pantographs
Traction motors
  • ASEA LJH 108-5 (DC)
  • Alstom 6 FXA 5856 (AC)
Head end power
  • 500 kW (DC)
  • 1,000 kW (AC)
Transmission85:36
Train heatingLocomotive-supplied head-end power
Performance figures
Maximum speed125 mph (201 km/h)
Power output7,000 hp (5.2 MW)
Tractive effort:
​
 • Starting51,710 lbf (230 kN)
 • Continuous28,100 lbf (125 kN)
Career
Operators
Numbers
  • Amtrak: 900–953
  • MARC: 4900–4903
  • SEPTA: 2301–2307
NicknamesToasters; Meatballs
LocaleNortheast United States
First runMay 9, 1980 (Amtrak)
Last runDecember 1, 2018 (SEPTA)
Retired
  • 2016 (Amtrak)
  • 2017 (MARC)
  • 2018 (SEPTA)
PreservedAmtrak Nos. 915 and 945
DispositionTwo Amtrak units sold to Caltrain, MARC units stored, two Amtrak units preserved, remainder scrapped
[1][2]

Amtrak ordered the AEM-7 after the failure of the GE E60 locomotive. The first locomotives entered service in 1980 and were an immediate success, ending a decade of uncertainty on the Northeast Corridor. In the late 1990s, Amtrak rebuilt 29 of its locomotives from DC to AC traction. The locomotives continued operating through the arrival of the final Siemens ACS-64 in June 2016. MARC retired its fleet in April 2017 in favor of Siemens Chargers, and SEPTA retired all seven of its AEM-7s in November 2018 in favor of ACS-64s.

Background

 
Swedish Rc4 imported and repainted in Amtrak's livery for evaluation. This locomotive performed well and would become the basis of the AEM-7.
See also: GE E60 and PRR GG1

Amtrak assumed control of almost all private sector intercity passenger rail service in the United States on May 1, 1971, with a mandate to reverse decades of decline. Amtrak retained approximately 184 of the 440 trains which had run the day before.[3] To operate these trains, Amtrak inherited a fleet of 300 locomotives (electric and diesel) and 1190 passenger cars, most of which dated from the 1940s–1950s.[4]

Operation on the electrified portion of the Northeast Corridor was split between the Budd Metroliner electric multiple units and PRR GG1 locomotives. The latter were over 35 years old and restricted to 85 mph (137 km/h).[5] Amtrak sought a replacement, but no US manufacturer offered an electric passenger locomotive. Importing and adapting a European locomotive would require a three-year lead time. With few other options, Amtrak turned to GE to adapt the E60C freight locomotive for passenger service.[6] GE delivered two models, the E60CP and the E60CH. However, the locomotives proved unsuitable for speeds above 90 mph (145 km/h), leaving Amtrak once again in need of a permanent solution.[7]

Amtrak then examined existing European high-speed designs, and two were imported for trials in 1976–77: the Swedish SJ Rc4 (Amtrak No. X995, SJ No. 1166), and the French SNCF Class CC 21000 (Amtrak No. X996, SNCF No. 21003).[8] Amtrak favored the Swedish design, which became the basis for the AEM-7.[9]

Design

Comparison of AEM-7 with predecessors
  AEM-7 PRR GG1 GE E60
Length 51 ft 1+25⁄32 in (15.59 m)[10] 79 feet 6 inches (24.23 m)[11] 71 ft 3 in (21.7 m)[12]
Weight[13] 101 short tons (90 long tons; 92 t) 193.5 short tons (173 long tons; 176 t) 237.5 short tons (212 long tons; 215 t)

The AEM-7 was far smaller than its predecessors, the PRR GG1 and the GE E60. It measured 51 ft 1+25⁄32 in (15.59 m) long by 10 ft 2 in (3.10 m) wide, and stood 14 ft 9.5 in (4.51 m) tall,[10] a decrease in length of over 20 ft (6.1 m).[11][12] The AEM-7's weight was half that of the E60CP or the GG1.[13][11] On its introduction it was the "smallest and lightest high horsepower locomotive in North America."[14] The Budd Company manufactured the carbodies for the initial Amtrak order, while the Austrian firm Simmering-Graz-Pauker built the carbodies for the MARC and SEPTA orders.[15]

Reflecting the varied electrification schemes on the Northeast Corridor the locomotives could operate at three different voltages: 11 kV 25 Hz AC, 12.5 kV 60 Hz AC and 25 kV 60 Hz.[16] A pair of Faiveley DS-11 two-stage pantographs, one at each end of the locomotive, collected power from the overhead catenary wire.[17] Thyristor converters stepped down the high-voltage AC to provide DC power at a much lower voltage to four traction motors, one per axle.[18] As built the AEM-7 was rated at 7,000 hp (5.2 MW), with a starting tractive effort of 51,710 lbf (230 kN) and a continuous tractive effort of 28,100 lbf (125 kN). Its maximum speed was 125 miles per hour (201.2 km/h).[14] A separate static converter supplied 500 kW 480 V head-end power (HEP) for passenger comfort.[19] This was sufficient to supply heating, lighting, and other electrical needs in 8-10 Amfleet cars.[20]

AEM-7AC

 
No. 939 was among the 29 units rebuilt as AEM-7ACs.

The rebuilt AEM-7ACs used AC traction instead of DC traction. The power modules used water-cooled insulated-gate bipolar transistor (IGBT) technology and provided about 5,000 kilowatts (6,700 horsepower) of traction power plus 1,000 kilowatts (1,300 horsepower) of HEP, twice the HEP capacity of the original DC units. The 6 FXA 5856 traction motors, from Alstom's ONIX family of propulsion components, had a maximum rating of 1,250–1,275 kilowatts (1,676–1,710 horsepower) each and a continuous rating of 1,080 kilowatts (1,450 horsepower). The remanufactured AEM-7ACs were the world's first passenger locomotives to incorporate IGBT technology.[1][21]

History

 
Two MARC AEM-7s at BWI Airport in 2012.
 
SEPTA AEM-7 No. 2301 entering Temple University

Amtrak planned a fleet of 53 locomotives, with an estimated cost of $137.5 million.[22] Limited funding hampered that plan, but in September 1977 Amtrak proceeded with a plan to buy 30 locomotives for $77.8 million. Five groups bid on the contract: General Motors' Electro-Motive Division (EMD)/ASEA, Morrison–Knudsen/Alstom, Brown Boveri, Siemens/KraussMaffei, and AEG/KraussMaffei.[23] Amtrak awarded the contract to the EMD/ASEA partnership in January 1978.[24] It ordered 17 more locomotives in February 1980, bringing the total to 47.[25]

Revenue service began on May 9, 1980, when No. 901 departed Washington Union Station with a Metroliner service.[26] The Swedish influence led to the nickname "Meatball", after Swedish meatballs. Railfans nicknamed the boxy locomotives "toasters".[27] Between 1980 and 1982, 47 AEM-7s (Nos. 900–946) went into service.[28] Amtrak retired the last of its PRR GG1s on May 1, 1981,[29] while most of the GE E60s were sold to other operators.[30] The new locomotives swiftly proved themselves; Car and Locomotive Cyclopedia stated that no new locomotive since the New York Central Hudson had "such an impact on speeds and schedule performance."[31]

This strong performance led to further orders. Amtrak added seven more locomotives in 1987, delivered in 1988, for a total of 54.[28] Two commuter operators in the Northeast ordered AEM-7s. MARC ordered four in 1986 for use on its Penn Line service on the Northeast Corridor between Washington, D.C. and Perryville, Maryland.[32] The Southeastern Pennsylvania Transportation Authority (SEPTA) ordered seven in 1987.[33] Amtrak also used the AEM-7s to handle the Keystone Service on the Keystone Corridor between Harrisburg and Philadelphia as the Budd Metroliners, displaced from the Northeast Corridor, reached the end of their service lives.[34]

Refurbishment

In 1999, Amtrak and Alstom began a remanufacturing program for Amtrak's AEM-7s. Alstom supplied AC propulsion equipment, electrical cabinets, transformers, HEP, and cab displays. The rebuild provided Amtrak with locomotives that had improved high end tractive effort and performance with longer trains. Amtrak workers performed the overhauls under Alstom supervision at Amtrak's shop in Wilmington, Delaware.[35] These remanufactured AEM-7s were designated AEM-7AC. Between 1999 and 2002, Amtrak rebuilt 29 of its AEM-7s.[36]

Retirement

As the locomotives passed 30 years of service their operators made plans for replacements. In 2010, Amtrak ordered 70 Siemens ACS-64 locomotives to replace both the AEM-7s and the newer but unreliable Bombardier/Alstom HHP-8s.[37] The ACS-64s began entering revenue service in February 2014.[38] The last two active AEM-7s, Amtrak Nos. 942 and 946, made their final run on June 18, 2016, on a special farewell excursion that ran between Washington, D.C. and Philadelphia.[39]

While Amtrak was replacing its AEM-7s, MARC initially decided in 2013 to phase out its electric operations on the Penn Line altogether and retire both its AEM-7 and Bombardier–Alstom HHP-8 locomotives,[40] but the railroad instead started a refurbishment program for its HHP-8s in 2017.[41] As of September 2017, the first HHP-8 reconditioned under this program had been delivered and was undergoing successful testing.[42] MARC selected the Siemens Charger diesel locomotive as the replacement for its AEM-7 fleet in 2015.[43] The last of the MARC AEM-7s were retired by April 2017, with the Chargers expected to enter service by January 2018.[41]

SEPTA will continue to use electric traction, replacing its seven AEM-7s and lone ABB ALP-44, an improved AEM-7, with fifteen ACS-64s.[44][45][46] The first SEPTA ACS-64, #901, entered revenue service on July 11, 2018.[47] On December 1, 2018, SEPTA held a farewell excursion for the AEM-7 and ALP-44 locomotives along the Paoli/Thorndale Line.[44][48]

Post-retirement

 
Amtrak AEM-7 No. 915 on display at the Railroad Museum of Pennsylvania

Two locomotives, ex-Amtrak Nos. 928 and 942, were moved to the Transportation Technology Center in July 2017.[49]

Caltrain, which operates commuter trains in the San Francisco Bay Area, purchased two retired Amtrak AEM-7s to test their electrification system once completed. The units would also serve as backup power for EMU cars.[50] On June 7, 2018, the board awarded two contracts totalling approximately $600,000: one to purchase two AEM-7ACs from Mitsui & Co, and the other to Amtrak for refurbishment, training, and transportation to the Caltrain maintenance facility in San Jose.[51][52] Locomotive Nos. 929 and 938 were delivered to California by Amtrak in June 2019.[53]

Seven of the remaining SEPTA AEM-7s were leased to NJ Transit beginning in late December 2018 for the purpose of allowing NJ Transit to roster additional locomotives equipped with positive train control (PTC) in order to meet a deadline for operating PTC-capable equipment.[54] However, they were never used and subsequently returned. SEPTA then used them exclusively for overnight work service during autumn, cleaning tracks and applying traction gel.[55][56] In 2022, SEPTA sold the AEM-7s and ALP-44 for scrap.[57]

Two units have been preserved: ex-Amtrak Nos. 915 at the Railroad Museum of Pennsylvania,[58] and 945 at the Illinois Railway Museum.[59]

See also

Notes

  1. ^ a b . alstom.com. Archived from the original on March 25, 2006.
  2. ^ . passagen.se. Archived from the original on May 24, 2002.
  3. ^ Kelly, John (June 5, 2001). "Amtrak's beginnings". Classic Trains. Retrieved September 13, 2016.
  4. ^ Simon & Warner 2011, p. 108
  5. ^ GAO 1976, p. 29
  6. ^ GAO 1976, p. 30
  7. ^ USDOT 1978, p. 71
  8. ^ "Locomotives on the Northeast Corridor, 1977". Amtrak History. Amtrak. June 19, 2013.
  9. ^ Cudahy 2002, pp. 85–86
  10. ^ a b Ephraim 1983, p. 51
  11. ^ a b c Abendschein 1983, p. 5
  12. ^ a b General Electric. . Bob Kise's Railroad Picture Archives (pdf). Archived from the original on February 2, 2016. Retrieved January 28, 2016.
  13. ^ a b "Digging into the Archives: The AEM-7 Locomotive". Amtrak. July 19, 2013. Retrieved July 9, 2017.
  14. ^ a b Ephraim 1982, p. 1
  15. ^ Trains 1986, p. 13
  16. ^ Ephraim 1982, p. 5
  17. ^ NTSB 1985, p. 15
  18. ^ Ephraim 1982, pp. 6–7
  19. ^ Ephraim 1982, p. 3
  20. ^ Solomon 2014, p. 309
  21. ^ Debruyne, Marc. (PDF). Alstom. p. 11. Archived from the original (PDF) on August 4, 2014.
  22. ^ USDOT 1978, p. 73
  23. ^ "Amtrak Commits Total of $71.1 Million For Equipment, Yards". The Wall Street Journal. September 29, 1977. p. 2.
  24. ^ "GM Division Receives $22 Million Contract". The Wall Street Journal. January 17, 1978. p. 35.
  25. ^ "Amtrak Plans to Order 150 Passenger Cars And 17 Locomotives". The Wall Street Journal. February 28, 1980. p. 23.
  26. ^ "AEM-7s enter revenue service, 1980". Amtrak: History of America's Railroad. February 5, 2014. Retrieved July 11, 2017.
  27. ^ Laepple, Wayne (June 12, 2015). "Amtrak AEM-7 arrives in Strasburg". Trains. Retrieved June 12, 2015. (subscription required)
  28. ^ a b Simon & Warner 2011, p. 78
  29. ^ "Digging into the Archives: The Amazing GG-1 Locomotive". Amtrak: History of America's Railroad. June 20, 2013. Retrieved July 11, 2017.
  30. ^ Simon & Warner 2011, p. 76
  31. ^ Cudahy 2002, p. 86
  32. ^ Middleton 1994, p. 15
  33. ^ Middleton 1994, p. 39
  34. ^ Cupper 1988, p. 55
  35. ^ Vantuono, William C. (May 2000). "Get ready for a great ride". Railway Age. 201 (5): 43.
  36. ^ "Delaware shops work to meet challenges of modern-day railroad" (PDF). Amtrak Ink. 8 (2): 3. March 2003.
  37. ^ Amtrak (October 28, 2010). "Amtrak Awards $466 Million Contract for 70 New Electric Locomotives". prnewswire.com.
  38. ^ "NEW AMTRAK LOCOMOTIVES READY FOR SERVICE AND SET TO POWER NORTHEAST ECONOMY" (PDF) (Press release). Amtrak. February 6, 2014. Retrieved March 4, 2014.
  39. ^ "A Fond Farewell to the AEM-7". Amtrak: History of America's Railroad. June 20, 2016. Retrieved June 6, 2019.
  40. ^ MARC Train (September 9, 2013). "Growth and Investment Plan Update: 2013 to 2015" (PDF). p. 21.
  41. ^ a b "MARC Riders Advisory Council Meeting Minutes" (PDF). MTA Maryland. April 20, 2017.
  42. ^ "MARC Riders Advisory Council Meeting Minutes" (PDF). MTA Maryland. September 21, 2017.
  43. ^ Vantuono, William C. (August 12, 2015). "MARC replacing electric locomotive fleet with high-speed diesels". Railway Age. Retrieved July 11, 2017.
  44. ^ a b "Farewell to the SEPTA AEM-7 Locomotives". SEPTA. November 26, 2018. Retrieved November 26, 2018.
  45. ^ Nussbaum, Paul (May 27, 2015). "SEPTA plans to spend $154 million on new locomotives". The Philadelphia Inquirer. Retrieved May 28, 2015.
  46. ^ Romero, Melissa (December 15, 2017). "SEPTA's first new electric locomotive has pulled into Philly". Curbed. Retrieved January 13, 2018.
  47. ^ Gambardello, Joseph A. (July 11, 2018). "SEPTA's new Regional Rail locomotive makes debut". The Inquirer. Retrieved January 4, 2019.
  48. ^ Laepple, Wayne (November 28, 2018). "SEPTA says farewell to the AEM7s". Trains. Retrieved January 4, 2019.
  49. ^ "Amtrak By the Numbers: Updates (Electrics: AEM-7)". On Track On Line. February 1, 2018. Retrieved March 1, 2018.
  50. ^ "Caltrain Modernization Program, Peninsula Corridor Electrification Project (PCEP) 3rd Quarter FY 2016 Progress Report" (PDF). Peninsula Corridor Joint Powers Board. May 2016. Retrieved July 30, 2017.
  51. ^ "Agenda: PCJPB Meeting" (PDF). Peninsula Corridor Joint Powers Board. June 7, 2018. p. 219. Retrieved June 13, 2018.
  52. ^ "Minutes: PCJPB Meeting" (PDF). Peninsula Corridor Joint Powers Board. June 7, 2018. p. 9. Retrieved October 31, 2018.
  53. ^ Rudick, Roger (June 28, 2019). "Eyes on the Rails: Caltrain's First Electric Train Arrives". SF Streetsblog. Retrieved July 5, 2019.
  54. ^ "PTC requirements lead NJ Transit to run cab cars in front of locomotives". Trains Magazine. January 4, 2019. Retrieved January 5, 2019.
  55. ^ Burkhart, M.T. (October 21, 2020). "SEPTA Revives AEM-7s For 'Leaf Train' Service". Railfan & Railroad Magazine. Retrieved November 9, 2021.
  56. ^ Burkhart, M.T. (November 8, 2021). "AEM-7 Electrics Back in Service on SEPTA". Railfan & Railroad Magazine. Retrieved November 9, 2021.
  57. ^ "End of the Line: SEPTA AEM-7s Being Sold for Scrap". February 2022.
  58. ^ (PDF) (Press release). Railroad Museum of Pennsylvania. June 12, 2015. Archived from the original (PDF) on January 19, 2016.
  59. ^ "Amtrak AEM-7 locomotive built in 1982 acquired by IRM". Illinois Railway Museum. March 28, 2018. Retrieved April 14, 2018.

References

Further reading

External links

 
Wikimedia Commons has media related to EMD AEM-7 locomotives.
  • AEM-7DC power, tractive effort, and braking curve graphs on page 11-27 (figures 11.2.10 – 11.2.12).
  • AEM-7AC Completion Dates and Data by On Track On Line
  • "Amtrak By the Numbers: Updates (Electrics: AEM-7)". On Track On Line. February 1, 2018. Retrieved March 1, 2018.

January 07, 2023
twin, four, axle, electric, locomotive, built, electro, motive, division, asea, between, 1978, 1988, locomotive, derivative, swedish, designed, passenger, service, united, states, primary, customer, amtrak, which, bought, northeast, corridor, keystone, corrido. The EMD AEM 7 is a twin cab four axle 7 000 hp 5 2 MW B B electric locomotive built by Electro Motive Division EMD and ASEA between 1978 and 1988 The locomotive is a derivative of the Swedish SJ Rc4 designed for passenger service in the United States The primary customer was Amtrak which bought 54 for use on the Northeast Corridor and Keystone Corridor Two commuter operators MARC and SEPTA also purchased locomotives for a total of 65 EMD AEM 7Amtrak AEM 7 No 943 with a Metroliner at Seabrook Maryland in 1987Type and originPower typeElectricBuilderGeneral Motors Electro Motive DivisionModelSJ RcBuild date1978 1988Total produced65RebuilderAlstomRebuild date1999 2002Number rebuilt29SpecificationsConfiguration AARB B UICBo Bo Gauge4 ft 8 1 2 in 1 435 mm standard gaugeWheel diameter51 1 8 in 1 299 mm Wheelbase25 ft 7 1 16 in 7 80 m between truck centers Length51 ft 1 25 32 in 15 590 m Width10 ft 2 in 3 10 m Height14 ft 9 5 in 4 51 m Loco weight101 short tons 90 long tons 92 t Power supply500 kW 480 V ACElectric system sOverhead line 12 kV AC at 25 Hz 12 5 kV AC at 60 Hz 25 kV AC at 60 HzCurrent pickup s Dual pantographsTraction motorsASEA LJH 108 5 DC Alstom 6 FXA 5856 AC Head end power500 kW DC 1 000 kW AC Transmission85 36Train heatingLocomotive supplied head end powerPerformance figuresMaximum speed125 mph 201 km h Power output7 000 hp 5 2 MW Tractive effort Starting51 710 lbf 230 kN Continuous28 100 lbf 125 kN CareerOperatorsAmtrak MARC SEPTANumbersAmtrak 900 953 MARC 4900 4903 SEPTA 2301 2307NicknamesToasters MeatballsLocaleNortheast United StatesFirst runMay 9 1980 Amtrak Last runDecember 1 2018 SEPTA Retired2016 Amtrak 2017 MARC 2018 SEPTA PreservedAmtrak Nos 915 and 945DispositionTwo Amtrak units sold to Caltrain MARC units stored two Amtrak units preserved remainder scrapped 1 2 Amtrak ordered the AEM 7 after the failure of the GE E60 locomotive The first locomotives entered service in 1980 and were an immediate success ending a decade of uncertainty on the Northeast Corridor In the late 1990s Amtrak rebuilt 29 of its locomotives from DC to AC traction The locomotives continued operating through the arrival of the final Siemens ACS 64 in June 2016 MARC retired its fleet in April 2017 in favor of Siemens Chargers and SEPTA retired all seven of its AEM 7s in November 2018 in favor of ACS 64s Contents 1 Background 2 Design 2 1 AEM 7AC 3 History 3 1 Refurbishment 3 2 Retirement 3 3 Post retirement 4 See also 5 Notes 6 References 7 Further reading 8 External linksBackground Edit Swedish Rc4 imported and repainted in Amtrak s livery for evaluation This locomotive performed well and would become the basis of the AEM 7 See also GE E60 and PRR GG1 Amtrak assumed control of almost all private sector intercity passenger rail service in the United States on May 1 1971 with a mandate to reverse decades of decline Amtrak retained approximately 184 of the 440 trains which had run the day before 3 To operate these trains Amtrak inherited a fleet of 300 locomotives electric and diesel and 1190 passenger cars most of which dated from the 1940s 1950s 4 Operation on the electrified portion of the Northeast Corridor was split between the Budd Metroliner electric multiple units and PRR GG1 locomotives The latter were over 35 years old and restricted to 85 mph 137 km h 5 Amtrak sought a replacement but no US manufacturer offered an electric passenger locomotive Importing and adapting a European locomotive would require a three year lead time With few other options Amtrak turned to GE to adapt the E60C freight locomotive for passenger service 6 GE delivered two models the E60CP and the E60CH However the locomotives proved unsuitable for speeds above 90 mph 145 km h leaving Amtrak once again in need of a permanent solution 7 Amtrak then examined existing European high speed designs and two were imported for trials in 1976 77 the Swedish SJ Rc4 Amtrak No X995 SJ No 1166 and the French SNCF Class CC 21000 Amtrak No X996 SNCF No 21003 8 Amtrak favored the Swedish design which became the basis for the AEM 7 9 Design EditComparison of AEM 7 with predecessors AEM 7 PRR GG1 GE E60Length 51 ft 1 25 32 in 15 59 m 10 79 feet 6 inches 24 23 m 11 71 ft 3 in 21 7 m 12 Weight 13 101 short tons 90 long tons 92 t 193 5 short tons 173 long tons 176 t 237 5 short tons 212 long tons 215 t The AEM 7 was far smaller than its predecessors the PRR GG1 and the GE E60 It measured 51 ft 1 25 32 in 15 59 m long by 10 ft 2 in 3 10 m wide and stood 14 ft 9 5 in 4 51 m tall 10 a decrease in length of over 20 ft 6 1 m 11 12 The AEM 7 s weight was half that of the E60CP or the GG1 13 11 On its introduction it was the smallest and lightest high horsepower locomotive in North America 14 The Budd Company manufactured the carbodies for the initial Amtrak order while the Austrian firm Simmering Graz Pauker built the carbodies for the MARC and SEPTA orders 15 Reflecting the varied electrification schemes on the Northeast Corridor the locomotives could operate at three different voltages 11 kV 25 Hz AC 12 5 kV 60 Hz AC and 25 kV 60 Hz 16 A pair of Faiveley DS 11 two stage pantographs one at each end of the locomotive collected power from the overhead catenary wire 17 Thyristor converters stepped down the high voltage AC to provide DC power at a much lower voltage to four traction motors one per axle 18 As built the AEM 7 was rated at 7 000 hp 5 2 MW with a starting tractive effort of 51 710 lbf 230 kN and a continuous tractive effort of 28 100 lbf 125 kN Its maximum speed was 125 miles per hour 201 2 km h 14 A separate static converter supplied 500 kW 480 V head end power HEP for passenger comfort 19 This was sufficient to supply heating lighting and other electrical needs in 8 10 Amfleet cars 20 AEM 7AC Edit No 939 was among the 29 units rebuilt as AEM 7ACs The rebuilt AEM 7ACs used AC traction instead of DC traction The power modules used water cooled insulated gate bipolar transistor IGBT technology and provided about 5 000 kilowatts 6 700 horsepower of traction power plus 1 000 kilowatts 1 300 horsepower of HEP twice the HEP capacity of the original DC units The 6 FXA 5856 traction motors from Alstom s ONIX family of propulsion components had a maximum rating of 1 250 1 275 kilowatts 1 676 1 710 horsepower each and a continuous rating of 1 080 kilowatts 1 450 horsepower The remanufactured AEM 7ACs were the world s first passenger locomotives to incorporate IGBT technology 1 21 History Edit Two MARC AEM 7s at BWI Airport in 2012 SEPTA AEM 7 No 2301 entering Temple University Amtrak planned a fleet of 53 locomotives with an estimated cost of 137 5 million 22 Limited funding hampered that plan but in September 1977 Amtrak proceeded with a plan to buy 30 locomotives for 77 8 million Five groups bid on the contract General Motors Electro Motive Division EMD ASEA Morrison Knudsen Alstom Brown Boveri Siemens KraussMaffei and AEG KraussMaffei 23 Amtrak awarded the contract to the EMD ASEA partnership in January 1978 24 It ordered 17 more locomotives in February 1980 bringing the total to 47 25 Revenue service began on May 9 1980 when No 901 departed Washington Union Station with a Metroliner service 26 The Swedish influence led to the nickname Meatball after Swedish meatballs Railfans nicknamed the boxy locomotives toasters 27 Between 1980 and 1982 47 AEM 7s Nos 900 946 went into service 28 Amtrak retired the last of its PRR GG1s on May 1 1981 29 while most of the GE E60s were sold to other operators 30 The new locomotives swiftly proved themselves Car and Locomotive Cyclopedia stated that no new locomotive since the New York Central Hudson had such an impact on speeds and schedule performance 31 This strong performance led to further orders Amtrak added seven more locomotives in 1987 delivered in 1988 for a total of 54 28 Two commuter operators in the Northeast ordered AEM 7s MARC ordered four in 1986 for use on its Penn Line service on the Northeast Corridor between Washington D C and Perryville Maryland 32 The Southeastern Pennsylvania Transportation Authority SEPTA ordered seven in 1987 33 Amtrak also used the AEM 7s to handle the Keystone Service on the Keystone Corridor between Harrisburg and Philadelphia as the Budd Metroliners displaced from the Northeast Corridor reached the end of their service lives 34 Refurbishment Edit In 1999 Amtrak and Alstom began a remanufacturing program for Amtrak s AEM 7s Alstom supplied AC propulsion equipment electrical cabinets transformers HEP and cab displays The rebuild provided Amtrak with locomotives that had improved high end tractive effort and performance with longer trains Amtrak workers performed the overhauls under Alstom supervision at Amtrak s shop in Wilmington Delaware 35 These remanufactured AEM 7s were designated AEM 7AC Between 1999 and 2002 Amtrak rebuilt 29 of its AEM 7s 36 Retirement Edit As the locomotives passed 30 years of service their operators made plans for replacements In 2010 Amtrak ordered 70 Siemens ACS 64 locomotives to replace both the AEM 7s and the newer but unreliable Bombardier Alstom HHP 8s 37 The ACS 64s began entering revenue service in February 2014 38 The last two active AEM 7s Amtrak Nos 942 and 946 made their final run on June 18 2016 on a special farewell excursion that ran between Washington D C and Philadelphia 39 While Amtrak was replacing its AEM 7s MARC initially decided in 2013 to phase out its electric operations on the Penn Line altogether and retire both its AEM 7 and Bombardier Alstom HHP 8 locomotives 40 but the railroad instead started a refurbishment program for its HHP 8s in 2017 41 As of September 2017 update the first HHP 8 reconditioned under this program had been delivered and was undergoing successful testing 42 MARC selected the Siemens Charger diesel locomotive as the replacement for its AEM 7 fleet in 2015 43 The last of the MARC AEM 7s were retired by April 2017 with the Chargers expected to enter service by January 2018 41 SEPTA will continue to use electric traction replacing its seven AEM 7s and lone ABB ALP 44 an improved AEM 7 with fifteen ACS 64s 44 45 46 The first SEPTA ACS 64 901 entered revenue service on July 11 2018 47 On December 1 2018 SEPTA held a farewell excursion for the AEM 7 and ALP 44 locomotives along the Paoli Thorndale Line 44 48 Post retirement Edit Amtrak AEM 7 No 915 on display at the Railroad Museum of Pennsylvania Two locomotives ex Amtrak Nos 928 and 942 were moved to the Transportation Technology Center in July 2017 49 Caltrain which operates commuter trains in the San Francisco Bay Area purchased two retired Amtrak AEM 7s to test their electrification system once completed The units would also serve as backup power for EMU cars 50 On June 7 2018 the board awarded two contracts totalling approximately 600 000 one to purchase two AEM 7ACs from Mitsui amp Co and the other to Amtrak for refurbishment training and transportation to the Caltrain maintenance facility in San Jose 51 52 Locomotive Nos 929 and 938 were delivered to California by Amtrak in June 2019 53 Seven of the remaining SEPTA AEM 7s were leased to NJ Transit beginning in late December 2018 for the purpose of allowing NJ Transit to roster additional locomotives equipped with positive train control PTC in order to meet a deadline for operating PTC capable equipment 54 However they were never used and subsequently returned SEPTA then used them exclusively for overnight work service during autumn cleaning tracks and applying traction gel 55 56 In 2022 SEPTA sold the AEM 7s and ALP 44 for scrap 57 Two units have been preserved ex Amtrak Nos 915 at the Railroad Museum of Pennsylvania 58 and 945 at the Illinois Railway Museum 59 See also EditABB ALP 44Notes Edit a b ALSTOM Transport AEM7 locomotives USA alstom com Archived from the original on March 25 2006 Typbeskrivningar AEM7 exporterade till Amtrak m fl passagen se Archived from the original on May 24 2002 Kelly John June 5 2001 Amtrak s beginnings Classic Trains Retrieved September 13 2016 Simon amp Warner 2011 p 108 GAO 1976 p 29 GAO 1976 p 30 USDOT 1978 p 71 Locomotives on the Northeast Corridor 1977 Amtrak History Amtrak June 19 2013 Cudahy 2002 pp 85 86 a b Ephraim 1983 p 51 a b c Abendschein 1983 p 5 a b General Electric Operating Manual Class E 60CP Thyristor Type Locomotive Ref GEJ 5688B Bob Kise s Railroad Picture Archives pdf Archived from the original on February 2 2016 Retrieved January 28 2016 a b Digging into the Archives The AEM 7 Locomotive Amtrak July 19 2013 Retrieved July 9 2017 a b Ephraim 1982 p 1 Trains 1986 p 13 Ephraim 1982 p 5 NTSB 1985 p 15 Ephraim 1982 pp 6 7 Ephraim 1982 p 3 Solomon 2014 p 309 Debruyne Marc High power IGBT traction drives PDF Alstom p 11 Archived from the original PDF on August 4 2014 USDOT 1978 p 73 Amtrak Commits Total of 71 1 Million For Equipment Yards The Wall Street Journal September 29 1977 p 2 GM Division Receives 22 Million Contract The Wall Street Journal January 17 1978 p 35 Amtrak Plans to Order 150 Passenger Cars And 17 Locomotives The Wall Street Journal February 28 1980 p 23 AEM 7s enter revenue service 1980 Amtrak History of America s Railroad February 5 2014 Retrieved July 11 2017 Laepple Wayne June 12 2015 Amtrak AEM 7 arrives in Strasburg Trains Retrieved June 12 2015 subscription required a b Simon amp Warner 2011 p 78 Digging into the Archives The Amazing GG 1 Locomotive Amtrak History of America s Railroad June 20 2013 Retrieved July 11 2017 Simon amp Warner 2011 p 76 Cudahy 2002 p 86 Middleton 1994 p 15 Middleton 1994 p 39 Cupper 1988 p 55 Vantuono William C May 2000 Get ready for a great ride Railway Age 201 5 43 Delaware shops work to meet challenges of modern day railroad PDF Amtrak Ink 8 2 3 March 2003 Amtrak October 28 2010 Amtrak Awards 466 Million Contract for 70 New Electric Locomotives prnewswire com NEW AMTRAK LOCOMOTIVES READY FOR SERVICE AND SET TO POWER NORTHEAST ECONOMY PDF Press release Amtrak February 6 2014 Retrieved March 4 2014 A Fond Farewell to the AEM 7 Amtrak History of America s Railroad June 20 2016 Retrieved June 6 2019 MARC Train September 9 2013 Growth and Investment Plan Update 2013 to 2015 PDF p 21 a b MARC Riders Advisory Council Meeting Minutes PDF MTA Maryland April 20 2017 MARC Riders Advisory Council Meeting Minutes PDF MTA Maryland September 21 2017 Vantuono William C August 12 2015 MARC replacing electric locomotive fleet with high speed diesels Railway Age Retrieved July 11 2017 a b Farewell to the SEPTA AEM 7 Locomotives SEPTA November 26 2018 Retrieved November 26 2018 Nussbaum Paul May 27 2015 SEPTA plans to spend 154 million on new locomotives The Philadelphia Inquirer Retrieved May 28 2015 Romero Melissa December 15 2017 SEPTA s first new electric locomotive has pulled into Philly Curbed Retrieved January 13 2018 Gambardello Joseph A July 11 2018 SEPTA s new Regional Rail locomotive makes debut The Inquirer Retrieved January 4 2019 Laepple Wayne November 28 2018 SEPTA says farewell to the AEM7s Trains Retrieved January 4 2019 Amtrak By the Numbers Updates Electrics AEM 7 On Track On Line February 1 2018 Retrieved March 1 2018 Caltrain Modernization Program Peninsula Corridor Electrification Project PCEP 3rd Quarter FY 2016 Progress Report PDF Peninsula Corridor Joint Powers Board May 2016 Retrieved July 30 2017 Agenda PCJPB Meeting PDF Peninsula Corridor Joint Powers Board June 7 2018 p 219 Retrieved June 13 2018 Minutes PCJPB Meeting PDF Peninsula Corridor Joint Powers Board June 7 2018 p 9 Retrieved October 31 2018 Rudick Roger June 28 2019 Eyes on the Rails Caltrain s First Electric Train Arrives SF Streetsblog Retrieved July 5 2019 PTC requirements lead NJ Transit to run cab cars in front of locomotives Trains Magazine January 4 2019 Retrieved January 5 2019 Burkhart M T October 21 2020 SEPTA Revives AEM 7s For Leaf Train Service Railfan amp Railroad Magazine Retrieved November 9 2021 Burkhart M T November 8 2021 AEM 7 Electrics Back in Service on SEPTA Railfan amp Railroad Magazine Retrieved November 9 2021 End of the Line SEPTA AEM 7s Being Sold for Scrap February 2022 Amtrak AEM 7 Locomotive Becomes Newest Additon sic to Railroad Museum of Pennsylvania s Historic Collection PDF Press release Railroad Museum of Pennsylvania June 12 2015 Archived from the original PDF on January 19 2016 Amtrak AEM 7 locomotive built in 1982 acquired by IRM Illinois Railway Museum March 28 2018 Retrieved April 14 2018 References Edit Railroad News Photos Trains 47 1 12 17 November 1986 ISSN 0041 0934 Abendschein Frederic H April 23 1983 Pennsylvania Railroad Electric Locomotive GG1 4800 PDF American Society of Mechanical Engineers Archived from the original PDF on April 7 2014 Retrieved December 13 2009 Cudahy Brian J 2002 Rails Under the Mighty Hudson 2nd ed New York Fordham University Press ISBN 978 0 82890 257 1 OCLC 911046235 Cupper Dan July 1988 Amtrak s Keystone Service Railfan amp Railroad 7 7 54 59 ISSN 0163 7266 Ephraim Max Jr 1982 The AEM 7 A New High Speed Light Weight Electric Passenger Locomotive ASME Paper 1 7 ISSN 0402 1215 82 RT 7 Ephraim Max Jr 1983 Electric Locomotives for the 1980s Transportation Research Record 939 51 54 General Accounting Office 1976 How much Federal subsidy will Amtrak need PDF General Accounting Office OCLC 2282654 Middleton William D 1994 North American commuter rail 1994 Pasadena California Pentrex OCLC 32665882 NTSB 1985 Railroad accident report head on collision of National Railroad Passenger Corporation Amtrak passenger trains nos 151 and 168 Astoria Queens New York New York July 23 1984 PDF OCLC 12734702 Simon Elbert Warner David C 2011 Amtrak by the numbers a comprehensive passenger car and motive power roster 1971 2011 Kansas City Missouri White River Productions ISBN 978 1 932804 12 6 Solomon Brian 2014 GE and EMD Locomotives The Illustrated History Minneapolis Minnesota Voyageur Press ISBN 978 0 7603 4612 9 United States Department of Transportation 1978 Two year report on the Northeast Corridor PDF Washington D C United States Department of Transportation OCLC 22749371 Further reading EditSolomon Brian 2003 Electric Locomotives St Paul Minnesota MBI Publishing ISBN 978 0 7603 1359 6 Yough Patrick J April 2013 SEPTA at 30 Railfan amp Railroad 32 4 36 43 ISSN 0163 7266 External links Edit Wikimedia Commons has media related to EMD AEM 7 locomotives AEM 7DC power tractive effort and braking curve graphs on page 11 27 figures 11 2 10 11 2 12 AEM 7AC Completion Dates and Data by On Track On Line Amtrak By the Numbers Updates Electrics AEM 7 On Track On Line February 1 2018 Retrieved March 1 2018 Retrieved from https en wikipedia org w index php title EMD AEM 7 amp oldid 1114048204, wikipedia, wiki, book, books, library,

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