Umair Gaines
The EMD AEM-7 is a twin-cab four-axle electric locomotive that was manufactured by Electro-Motive Division (EMD) and ASEA between 1978 and 1988. It was designed for passenger service in the United States, with a maximum speed of 125 miles per hour (201.2 km/h). The primary customer was Amtrak, which purchased 54 locomotives for use on the Northeast Corridor and Keystone Corridor. The AEM-7 was based on the Swedish SJ Rc4 design and was an immediate success, ending a decade of uncertainty on the Northeast Corridor. The locomotives were notably more powerful and efficient than their predecessors, and they continued to operate until the arrival of the Siemens ACS-64 in June 2016.
| Characteristics | Values |
|---|---|
| Manufacturer | Electro-Motive Division (EMD) and ASEA |
| Years of Production | 1978-1988 |
| Horsepower | 7,000 hp (5.2 MW) |
| Maximum Speed | 125 mph (201.2 km/h) |
| Length | 51 ft 1+25⁄32 in (15.59 m) |
| Width | 10 ft 2 in (3.10 m) |
| Height | 14 ft 9.5 in (4.51 m) |
| Weight | Half that of the E60CP or GG1 |
| Voltage Compatibility | 11 kV 25 Hz AC, 12.5 kV 60 Hz AC, 25 kV 60 Hz |
| Traction | DC (later AC in some models) |
| Primary Customer | Amtrak |
| Total Units Produced | 65 |
Explore related products
What You'll Learn
The AEM-7's maximum speed was 125 mph (201.2 km/h)
The AEM-7 was designed to be a high-speed locomotive, with a maximum speed of 125 miles per hour (201.2 km/h). This was a significant improvement over its predecessor, the PRR GG1, which had a maximum speed of 85 mph (137 km/h).
The AEM-7's speed was made possible by its powerful electric motor, which provided 7,000 hp and over 53,000 pounds of tractive effort. This allowed the locomotive to easily cruise at speeds over 100 mph on the Northeast Corridor (NEC). The AEM-7 was also much smaller and lighter than the PRR GG1, measuring only 51 ft 1+25⁄32 in (15.59 m) long and weighing half as much as the older locomotive.
The AEM-7's speed and power were put to good use, as it was primarily used for passenger service on the Northeast Corridor and Keystone Corridor. Its high speed and ability to provide head-end power (HEP) for passenger comfort made it well-suited for these routes. The AEM-7 was so successful that it ended a decade of uncertainty on the Northeast Corridor when it entered service in 1980.
The AEM-7's speed and performance were also a result of its design influences. The locomotive was based on the Swedish SJ Rc4, which was the most successful electric locomotive design at the time. The Swedish influence led to the AEM-7 being nicknamed "Meatball" by railfans, after Swedish meatballs. The AEM-7's speed and power, combined with its smaller size and weight, made it a very efficient and successful locomotive for Amtrak and other commuter operators.
Building an Electric Transformer: DIY Guide
You may want to see also
Explore related products
The locomotive was manufactured by Electro-Motive Division (EMD)
The AEM 7 electric locomotive was manufactured by Electro-Motive Division (EMD), a brand of diesel-electric locomotives, locomotive products, and diesel engines for the rail industry. EMD was formerly a division of General Motors, but has changed hands several times since.
EMD's history can be traced back to the Electro-Motive Engineering Corporation, founded in 1922 and purchased by General Motors in 1930. Following the purchase, the company became known as GM's Electro-Motive Division. EMD was then sold to different companies and, as of late 2012, is owned by Caterpillar Industries Inc. (CAT).
EMD's headquarters and engineering facilities are based in McCook, Illinois, while its final locomotive assembly line is located in Muncie, Indiana. The La Grange facility in Illinois has also played a significant role in EMD's history, housing design engineering, emissions testing, rebuild operations, and manufacturing of major components.
EMD is known for producing diesel locomotives, specifically diesel-electric, with only a few electric types built, such as the AEM-7. The AEM-7 is a notable example of EMD's collaboration with ASEA, showcasing their expertise in locomotive manufacturing and technology.
Electrical Inspector in NYC: Steps to Success
You may want to see also
Explore related products
The AEM-7 was designed for passenger service in the US
The EMD AEM-7 is a twin-cab four-axle B-B 7,000 hp (5.2 MW) electric locomotive manufactured 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.
Amtrak, the primary customer, bought 54 AEM-7s for use on the Northeast Corridor and Keystone Corridor. The first locomotives entered service in 1980 and were an immediate success, ending a decade of uncertainty on the Northeast Corridor. The AEM-7 was designed to replace the PRR GG1 and GE E60 locomotives, which were outdated and restricted to speeds of 85-90 mph.
The AEM-7 was noticeably more powerful and efficient than its predecessors, capable of cruising at speeds above 100 mph. It was also smaller and lighter, measuring 51 ft 1+25⁄32 in (15.59 m) long, 10 ft 2 in (3.10 m) wide, and 14 ft 9.5 in (4.51 m) tall. The AEM-7's maximum speed was 125 miles per hour (201.2 km/h), and it provided sufficient power for heating, lighting, and other electrical needs in 8-10 Amfleet cars.
In addition to Amtrak, two commuter operators, MARC and SEPTA, also purchased AEM-7 locomotives, bringing the total number of AEM-7s in service to 65. The AEM-7 provided daily commuter service for Amtrak, MARC, and SEPTA until it was replaced by the Siemens ACS-64 in 2016.
Understanding Electric Potential: Finding 'e' in Physics
You may want to see also
Explore related products
The AEM-7 is a twin-cab four-axle locomotive
The AEM-7 is noticeably more powerful and heavily built than the Swedish models, partly due to design mandates by the Federal Railroad Administration. It could easily cruise over 100 mph on the NEC and deliver 7,000 hp with over 53,000 pounds of tractive effort. The AEM-7 was also far smaller than its predecessors, the PRR GG1 and the GE E60, measuring 51 ft 1+25⁄32 in (15.59 m) long by 10 ft 2 in (3.10 m) wide, and standing 14 ft 9.5 in (4.51 m) tall. The AEM-7's weight was half that of the E60CP or the GG1, and it was the "smallest and lightest high-horsepower locomotive in North America" upon its introduction.
The AEM-7's stainless-steel, ribbed carbody was designed by the legendary Budd Company, while the carbodies for the MARC and SEPTA orders were built by the Austrian firm Simmering-Graz-Pauker. 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. A separate static converter supplied 500 kW 480 V head-end power (HEP) for passenger comfort, providing sufficient power for heating, lighting, and other electrical needs in 8-10 Amfleet cars.
In the late 1990s, Amtrak rebuilt 29 of its locomotives from DC to AC traction, and these remanufactured AEM-7ACs were the world's first passenger locomotives to incorporate IGBT technology. 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 rebuilt AEM-7ACs continued operating through the arrival of the final Siemens ACS-64 in June 2016, after which they were gradually retired.
Quick Guide: Loading the Duo Fast Electric Stapler
You may want to see also
Explore related products
The AEM-7 was based on the Swedish SJ Rc4
The AEM-7 is a twin-cab four-axle B-B 7,000 hp (5.2 MW) electric locomotive. It was manufactured by Electro-Motive Division (EMD) and ASEA between 1978 and 1988. The AEM-7 was designed for passenger service in the United States, with Amtrak as its primary customer. The AEM-7 was based on the Swedish SJ Rc4, which was the most successful electric locomotive design at the time.
Amtrak was looking for a new high-speed electric locomotive to replace its outdated GG1s and retire its unsuccessful E60s, which were originally meant to replace its aging fleet of electric locomotives in the mid-1970s. In 1976-77, Amtrak examined existing European high-speed designs and imported two locomotives for trials: the Swedish SJ Rc4 and the French SNCF Class CC 21000. The Swedish design proved successful and was favoured by Amtrak, becoming the basis for the AEM-7.
The AEM-7 was noticeably more powerful and heavily built than the Swedish models, due in part to design mandates by the Federal Railroad Administration. It could easily cruise over 100 mph on the NEC and deliver 7,000 hp with over 53,000 pounds of tractive effort. The AEM-7 was also far smaller than its predecessors, the PRR GG1 and the GE E60, with its weight being half that of the E60CP or the GG1. On its introduction, it was the "smallest and lightest high-horsepower locomotive in North America".
The AEM-7's maximum speed was 125 miles per hour (201.2 km/h). It featured the latest in electric locomotive technology, including thyristor motor control and traction motors that provided maximum power without wheel slip. The locomotive's stainless-steel, ribbed carbody was designed by the legendary Budd Company, while the carbodies for the MARC and SEPTA orders were built by the Austrian firm Simmering-Graz-Pauker. The AEM-7 could operate at three different voltages: 11 kV 25 Hz AC, 12.5 kV 60 Hz AC, and 25 kV 60 Hz.
Overall, the AEM-7 was a successful and powerful electric locomotive that played a significant role in passenger service in the United States. Its design was based on the Swedish SJ Rc4 and it entered service in the early 1980s, providing improved performance and speed compared to its predecessors.
A Vibrant Forest: Thousands Gather for Electric Forest
You may want to see also
Frequently asked questions
The AEM-7 electric locomotive has a maximum speed of 125 miles per hour (201.2 km/h).
The AEM-7's predecessor, the PRR GG1, was restricted to 85 mph (137 km/h). The AEM-7 is significantly faster and can easily cruise over 100 mph.
Amtrak was looking for a new high-speed electric locomotive to replace its outdated GG1s and retire its unsuccessful E60s. After testing French and Swedish models, Amtrak settled on the Swedish Rc4 design, which became the basis for the AEM-7.
The first AEM-7 locomotives entered service in 1980 and were an immediate success, ending a decade of uncertainty on the Northeast Corridor.
