EMD AEM-7
| EMD AEM-7 | |
|---|---|
 AEM-7 916 in Union Station, Washington, DC, still in its old livery. The machine was later converted into an AEM-7AC.
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| Numbering: | AMT 901-902, 904-912, 914-953 MARC 4900-4903 SEPTA 2301-2307 |
| Number: | 65 |
| Manufacturer: | EMD , ASEA |
| Year of construction (s): | 1978-1988 |
| Axis formula : | Bo'Bo ' |
| Length over coupling: | 15.54 m |
| Empty mass: | 91.708 t |
| Top speed: | 201 km / h (125 mph) |
| Traction power: | 5200 kW |
| Power system : | 11 kV 25 Hz 11-13.5 kV 60 Hz 25 kV 60 Hz |
| Power transmission: | Overhead line |
The EMD AEM-7 is a four-axle electric express train - locomotive , which in the eastern United States with several railroad companies , including Amtrak is in use.
history
In the 1970s, the state's US passenger Amtrak needed for their electrical subnetwork between New York City , Philadelphia / Harrisburg and Washington, DC powerful electric locomotives , primarily to the aging stock of locomotives the PRR GG1 to replace. General Electric responded with heavy six-axle E60 locomotives . The manufacturer's lack of experience with fast-moving locomotives led to design flaws and after several serious derailments, the Federal Railroad Administration reduced the top speed of the E60 to 145 km / h (90 mph ) as opposed to 193 km / h (120 mph) previously. Amtrak found this reduction a thorn in the side. Since the domestic industry was not able to deliver suitable locomotives, one looked around Europe. A prototype each was imported from France ( CC 21000 ) and Sweden ( Rc4 ) , both of which were extensively tested after extensive modifications. The French locomotive was designated as the X996, the Swedish as the X995.
Ultimately, the four-axle Rc4 proved to be more suitable for fast passenger traffic , which is why ASEA was awarded the contract. Amtrak initially ordered thirty vehicles in 1977; In 1980 another 17 were commissioned. While the bogies , electrical equipment and main mechanical assemblies were imported from Sweden, Budd manufactured the car bodies . The final assembly took place at EMD . The first locomotive went into operation in 1979; another 46 followed by 1982 and helped to quickly retire the aging GG1. In 1987, Amtrak ordered another seven, which were delivered in 1988. MARC , a Maryland local transit company, ordered four in 1986, and Pennsylvania's SEPTA ordered seven a year later. Due to the ribbed side walls and the fires in the event of vehicle malfunctions, the locomotives were quickly given the nickname “Toaster”. The AEM-7 is a multi-system locomotive and can therefore be used in the entire north-east corridor ; For decades it formed the backbone of passenger traffic on Amtrak's electrified routes. After the delivery of the new ACS-64 , the end of its use is imminent. Quite a few AEM-7s are already retired.
AEM-7AC
In 1999, Amtrak and Alstom began a modernization program. The locomotives, now called AEM-7AC, received new electrical equipment with AC drive and new driver's cabs , to name the most important changes. The output increased to 6 MW, which means that the locomotives can now pull trains with up to twelve passenger cars - this used to require two AEM-7s. 29 locomotives were converted. The AEM-7AC should also be withdrawn shortly.
ALP-44
NJ Transit - one of the largest local transport companies in the USA - ordered a total of 32 ALP-44 locomotives between 1990 and 1996, while SEPTA ordered another one. The ALP-44 is structurally similar to the AEM-7, but based on the newer Swedish Rc6 and Rc7. The performance data correspond to those of the AEM-7; the ALP-44 was microprocessor-controlled from the start. Outwardly, too, both types look very similar; the ALP-44 has a slightly different roof vent.
