View source for EMD AEM-7

{{Short description|American electric locomotive}}
{{Use mdy dates|date=May 2022}}
{{good article}}
{{Infobox locomotive
| name = EMD AEM-7
| image = Amtrak 943 with a Metroliner at Seabrook, MD, November 12, 1987.jpg
| alt = Silver, red, white, and blue locomotive in the snow
| caption = Amtrak AEM-7 No. 943 with a ''[[Metroliner (train)|Metroliner]]'' at [[Seabrook station|Seabrook, Maryland]], in 1987
| powertype = Electric
| builder = [[Electro-Motive Diesel|General Motors Electro-Motive Division]] [[ASEA]]
| ordernumber = 
| serialnumber = 
| buildmodel = [[SJ Rc]]
| builddate = 1978–1988
| totalproduction = 65
| rebuilder = Alstom
| rebuilddate = 1999–2002
| numberrebuilt = 29
| aarwheels = [[AAR wheel arrangement#B-B|B-B]]
| uicclass = Bo'Bo'
| gauge = {{track gauge|ussg|allk=on}}
| trucks = 
| bogies = 
| wheeldiameter = {{convert|51+1/8|in|mm|0|abbr=on}}
| minimumcurve = 
| wheelbase = {{convert|25|ft|7+1/16|in|2|abbr=on}} (between [[truck center]]s)
| length = {{convert|51|ft|1+25/32|in|abbr=on}}
| width = {{convert|10|ft|2|in|m|2|abbr=on}}
| height = {{convert|14|ft|9.5|in|m|2|abbr=on}}
| frametype = 
| axleload = 
| weightondrivers = 
| locoweight = {{convert|101|ST|LT t|0|abbr=on}}
| sandcap = 
| powersupply = 500 kW, 480 [[Volt|V]] [[Alternating current|AC]]
| electricsystem = {{Plainlist|[[Overhead line]]:
* [[Amtrak's 25&nbsp;Hz traction power system|12 kV AC at 25 Hz]]
* [[Electrification of the New York, New Haven, and Hartford Railroad|12.5 kV AC at 60 Hz]]
* [[Amtrak's 60&nbsp;Hz traction power system|25 kV AC at 60 Hz]]
}}
| collectionmethod = Dual [[Pantograph (rail)|pantographs]]
| alternator = 
| generator = 
| tractionmotors = {{Plainlist|
* ASEA LJH 108-5 (DC)
* Alstom 6 FXA 5856 (AC)
}}
| headendpower = {{Plainlist|
* 500 kW (DC)
* 1,000 kW (AC)
}}
| transmission = 85:36
| multipleworking = Yes, AAR
| maxspeed = {{convert|125|mph|km/h|abbr=on|round=10}}
| poweroutput = {{convert|7000|hp|MW|1|abbr=on}}
| t/e starting = {{convert|51710|lbf|kN|0|abbr=on}}
| t/e continuous = {{convert|28100|lbf|kN|0|abbr=on}}
| factorofadhesion = 
| trainheating = Locomotive-supplied [[head-end power]]
| locobrakes = 
| locobrakeforce = 
| trainbrakes = 
| safety = 
| operator = {{Plainlist|
* [[Amtrak]]
* [[MARC Train|MARC]]
* [[SEPTA]]
}}
| operatorclass = 
| powerclass = 
| numinclass = 
| fleetnumbers = {{Plainlist|
* Amtrak: 900–953
* MARC: 4900–4903
* SEPTA: 2301–2307
}}
| officialname = 
| nicknames = Toasters; Meatballs
| axleloadclass = 
| locale = [[Northeast United States]]
| deliverydate = 
| firstrundate = May 9, 1980 (Amtrak)
| lastrundate = December 1, 2018 (SEPTA)
| retiredate = {{Plainlist|
* 2016 (Amtrak)
* 2017 (MARC)
* 2018 (SEPTA)
}}
| withdrawndate = 
| preservedunits = Amtrak Nos. 915, 917, 927, and 945
| restoredate = 
| scrapdate = 
| currentowner = 
| disposition = Two Amtrak units sold to TTCI, two Amtrak units sold to Caltrain, four Amtrak units preserved, all MARC units stored, remainder Amtrak and all SEPTA scrapped
| notes = <ref name="alstom.com">{{Cite web |url=http://www.transport.alstom.com/home/Products_and_Services/RAIL_VEHICLES/Subsystems/10741.EN.php?dir=/home/Products_and_Services/RAIL_VEHICLES/Subsystems/&docId=10741&languageId=EN&docLink=7647 |title=ALSTOM Transport – AEM7 locomotives, USA |website=alstom.com |archive-url=https://web.archive.org/web/20060325065654/http://www.transport.alstom.com/home/Products_and_Services/RAIL_VEHICLES/Subsystems/10741.EN.php?dir=%2Fhome%2FProducts_and_Services%2FRAIL_VEHICLES%2FSubsystems%2F&docId=10741&languageId=EN&docLink=7647 |archive-date=March 25, 2006 |url-status=dead}}</ref><ref name="passagen.se">{{Cite web |url=http://hem.passagen.se/plf66/typer-exp/typer-export-aem7.html |title=Typbeskrivningar – AEM7 exporterade till Amtrak m fl |website=passagen.se |url-status=usurped |archive-url=https://web.archive.org/web/20020524185151/http://hem.passagen.se/plf66/typer-exp/typer-export-aem7.html |archive-date=May 24, 2002}}</ref>
}}
The '''EMD AEM-7''' is a twin-cab four-axle [[AAR wheel arrangement#B-B|B-B]] {{convert|7000|hp|MW|1|abbr=on}} [[electric locomotive]] manufactured by [[Electro-Motive Diesel|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 Train|MARC]] and [[SEPTA]], also purchased locomotives, for a total of 65.

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 Charger]]s, and SEPTA retired all seven of its AEM-7s in November 2018 in favor of ACS-64s.

== Background ==
[[File:Amtrak X995 at Wilmington Shops, August 1976.jpg|thumb|left|Swedish Rc4 imported and repainted in Amtrak's livery for evaluation. This locomotive performed well and would become the basis of the AEM-7.|alt=Silver locomotive with red and blue stripes]]
{{See also|GE E60|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.<ref>{{Cite web |url=http://ctr.trains.com/railroad-reference/operations/2001/06/amtraks-beginnings |title=Amtrak's beginnings |last=Kelly, John |date=June 5, 2001 |website=Classic Trains |access-date=September 13, 2016 |archive-date=October 15, 2015 |archive-url=https://web.archive.org/web/20151015103725/http://ctr.trains.com/railroad-reference/operations/2001/06/amtraks-beginnings |url-status=dead }}</ref> To operate these trains, Amtrak inherited a fleet of 300 locomotives ([[electric locomotive|electric]] and [[diesel locomotive|diesel]]) and 1190 [[passenger car (rail)|passenger cars]], most of which dated from the 1940s–1950s.<ref>{{Harvnb|Simon|Warner|2011|p=108}}</ref>

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 {{convert|85|mph|0|abbr=on}}.<ref>{{Harvnb|GAO|1976|p=29}}</ref> 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.<ref>{{Harvnb|GAO|1976|p=30}}</ref> GE delivered two models, the E60CP and the E60CH. However, the locomotives proved unsuitable for speeds above {{convert|90|mph|0|abbr=on}}, leaving Amtrak once again in need of a permanent solution.<ref>{{Harvnb|USDOT|1978|p=71}}</ref>

Amtrak then examined existing European high-speed designs, and two were imported for trials in 1976–77: the Swedish [[Rc locomotive|SJ Rc4]] (Amtrak {{Tooltip|No.|road number}} X995, [[Swedish State Railways|SJ]] No. 1166), and the French [[SNCF Class CC 21000]] (Amtrak No. X996, [[SNCF]] No. 21003).<ref>{{Cite web |url=https://history.amtrak.com/archives/various-locomotives-on-the-northeast-corridor-1977 |title=Locomotives on the Northeast Corridor, 1977 |work=Amtrak History |publisher=Amtrak |date=June 19, 2013}}</ref> Amtrak favored the Swedish design, which became the basis for the AEM-7.<ref>{{Harvnb|Cudahy|2002|pp=85–86}}</ref>

== Design ==
{|class="wikitable sortable" style="text-align:center;"
|+Comparison of AEM-7 with predecessors
|&nbsp;
! style="width:30%;" | AEM-7
! style="width:30%;" | [[PRR GG1]]
! style="width:30%;" | [[GE E60]]
|-
! Length
| {{convert|51|ft|1+25/32|in|m|2|abbr=on}}<ref name="Ephraim 1983 51">{{Harvnb|Ephraim|1983|p=51}}</ref>
| {{convert|79|ft|6|in}}<ref name="Abendschein-1983-5" />
| {{convert|71|ft|3|in|m|1|abbr=on}}<ref name="GE Manual" />
|-
! Weight<ref name=AEM-7-archive />
| {{convert|101|ST|LT t|0}}
| {{convert|193.5|ST|LT t|0}}
| {{convert|237.5|ST|LT t|0}}
|}

The AEM-7 was far smaller than its predecessors, the [[PRR GG1]] and the [[GE E60]]. It measured {{convert|51|ft|1+25/32|in|m|2|abbr=on}} long by {{convert|10|ft|2|in|m|2|abbr=on}} wide, and stood {{convert|14|ft|9.5|in|m|2|abbr=on}} tall,<ref name="Ephraim 1983 51" /> a decrease in length of over {{convert|20|ft|abbr=on}}.<ref name="Abendschein-1983-5">{{harvnb|Abendschein|1983|p=5}}</ref><ref name="GE Manual">{{Cite web |url=http://gg1bob.rrpicturearchives.net/showPicture.aspx?id=4392013 |title=Operating Manual – Class E-60CP Thyristor Type Locomotive (Ref: GEJ-5688B) |last=General Electric |website=Bob Kise's Railroad Picture Archives |type=pdf |archive-url=https://web.archive.org/web/20160202093917/http://gg1bob.rrpicturearchives.net/showPicture.aspx?id=4392013 |archive-date=February 2, 2016 |url-status=dead |access-date=January 28, 2016}}</ref> The AEM-7's weight was half that of the E60CP or the GG1.<ref name=AEM-7-archive>{{Cite web |url=https://history.amtrak.com/blogs/blog/digging-into-the-archives-the-aem-7-locomotive |title=Digging into the Archives: The AEM-7 Locomotive |date=July 19, 2013 |website=Amtrak |access-date=July 9, 2017}}</ref><ref name="Abendschein-1983-5" /> On its introduction it was the "smallest and lightest high horsepower locomotive in North America."<ref name="Ephraim-1982-1">{{Harvnb|Ephraim|1982|p=1}}</ref> 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.<ref>{{Harvnb|Trains|1986|p=13}}</ref>

Reflecting the varied electrification schemes on the [[Northeast Corridor]] the locomotives could operate at three different voltages: [[Amtrak's 25&nbsp;Hz traction power system|11 kV 25&nbsp;Hz AC]], [[12.5 kV AC railway electrification|12.5 kV 60&nbsp;Hz AC]] and [[25 kV AC railway electrification|25 kV 60 Hz]].<ref>{{Harvnb|Ephraim|1982|p=5}}</ref> A pair of [[Faiveley Transport|Faiveley]] DS-11 two-stage [[Pantograph (transport)|pantographs]], one at each end of the locomotive, collected power from the overhead [[Overhead line|catenary]] wire.<ref>{{Harvnb|NTSB|1985|p=15}}</ref> [[Thyristor]] converters stepped down the high-voltage AC to provide DC power at a much lower voltage to four traction motors, one per axle.<ref>{{Harvnb|Ephraim|1982|pp=6–7}}</ref> As built the AEM-7 was rated at {{convert|7000|hp|MW|1|abbr=on}}, with a starting [[tractive effort]] of {{convert|51710|lbf|kN|0|abbr=on}} and a continuous tractive effort of {{convert|28100|lbf|kN|0|abbr=on}}. Its maximum speed was {{convert|125|mph|1}}.<ref name="Ephraim-1982-1" /> A separate static converter supplied 500&nbsp;kW 480 V [[head-end power]] (HEP) for passenger comfort.<ref>{{Harvnb|Ephraim|1982|p=3}}</ref> This was sufficient to supply heating, lighting, and other electrical needs in 8-10 [[Amfleet]] cars.<ref>{{Harvnb|Solomon|2014|p=309}}</ref>

=== AEM-7AC ===
[[File:AEM7AC 939.jpg|thumb|left|No. 939 was among the 29 units rebuilt as AEM-7ACs.|alt=Silver and blue locomotive]]
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 {{convert|5000|kW|hp|abbr=off}} of traction power plus {{convert|1000|kW|hp|abbr=off}} 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 {{convert|1250|-|1275|kW|hp|abbr=off}} each and a continuous rating of {{convert|1080|kW|hp|abbr=off}}. The remanufactured AEM-7ACs were the world's first passenger locomotives to incorporate IGBT technology.<ref name="alstom.com" /><ref>{{Cite web |url=http://www.uic.org/cdrom/2001/wcrr2001/pdf/sp/1_11/555.pdf |title=High power IGBT traction drives |last=Debruyne |first=Marc |publisher=Alstom |page=11 |archive-url=https://web.archive.org/web/20140804194342/http://www.uic.org/cdrom/2001/wcrr2001/pdf/sp/1_11/555.pdf |archive-date=August 4, 2014 |url-status=dead}}</ref>
{{Clear left}}

== History ==
[[File:MARC AEM7s at BWI.jpg|thumb|right|Two MARC AEM-7s at [[BWI Rail Station|BWI Airport]] in 2012.|alt=Silver locomotives with blue and orange striping]]
[[File:SEPTA AEM7.jpg|thumb|right|SEPTA AEM-7 No. 2301 entering Temple University]]
Amtrak planned a fleet of 53 locomotives, with an estimated cost of $137.5 million.<ref>{{Harvnb|USDOT|1978|p=73}}</ref> 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 & Cie|Brown Boveri]], [[Siemens]]/[[KraussMaffei]], and [[AEG (German company)|AEG]]/[[KraussMaffei]].<ref>{{Cite news |title=Amtrak Commits Total of $71.1 Million For Equipment, Yards |date=September 29, 1977 |work=[[The Wall Street Journal]] |page=2}}</ref> Amtrak awarded the contract to the EMD/ASEA partnership in January 1978.<ref>{{Cite news |title=GM Division Receives $22 Million Contract |date=January 17, 1978 |work=The Wall Street Journal |page=35}}</ref> It ordered 17 more locomotives in February 1980, bringing the total to 47.<ref>{{Cite news |title=Amtrak Plans to Order 150 Passenger Cars And 17 Locomotives |date=February 28, 1980 |work=The Wall Street Journal |page=23}}</ref>

The Railroad Test Track at the [[Transportation Technology Center|Transportation Test Center]] in [[Pueblo, Colorado]] was electrified in 1979 under sponsorship by the Northeast Corridor. The first locomotive completed, No. 900, was delivered to Amtrak in February 1980, then after acceptance testing, it was shipped to TTC for performance tests from April 1980 to May 1981.<ref name=TTCtesting1980>{{cite report |url=https://railroads.dot.gov/sites/fra.dot.gov/files/fra_net/15477/FRA-TTC-81-08_all.pdf |title=AEM-7 electric locomotive testing at the Transportation Test Center, Report No. FRA/TTC-81/08 |date= |first1=A. John |last1=Peters |first2=Raymond P. |last2=Washburn |first3=Paul E. |last3=Kovacs |first4=James W. |last4=Grebenc |publisher=Transportation Test Center |access-date=17 October 2024}}</ref>{{rp|xvii}} Testing included evaluation of three different pantograph designs,<ref name=TTCtesting1980/>{{rp|1;115}} instantaneous power and total energy consumed during operation,<ref name=TTCtesting1980/>{{rp|59;84}} and reliability testing, during which the AEM-7 was operated for {{cvt|156200|mi}}.<ref name=TTCtesting1980/>{{rp|97}}

Revenue service began on May 9, 1980, when No. 901 departed [[Washington Union Station]] with a ''[[Metroliner (train)|Metroliner]]'' service.<ref>{{Cite web |url=https://history.amtrak.com/archives/aem-7-inauguration-1980 |title=AEM-7s enter revenue service, 1980 |date=February 5, 2014 |website=Amtrak: History of America's Railroad |access-date=July 11, 2017 |archive-date=December 3, 2022 |archive-url=https://web.archive.org/web/20221203092637/https://history.amtrak.com/archives/aem-7-inauguration-1980 |url-status=dead }}</ref> The Swedish influence led to the nickname "Meatball", after [[Swedish meatball]]s. [[Railfan]]s nicknamed the boxy locomotives "toasters".<ref name="trn20150612">{{Cite news |url=http://trn.trains.com/news/news-wire/2015/06/12strasburg |title=Amtrak AEM-7 arrives in Strasburg |last=Laepple, Wayne |date=June 12, 2015 |work=[[Trains (magazine)|Trains]] |access-date=June 12, 2015}} {{subscription required}}</ref> Between 1980 and 1982, 47 AEM-7s (Nos. 900–946) went into service.<ref name="Simon-Warner-2011-78">{{Harvnb|Simon|Warner|2011|p=78}}</ref> Amtrak retired the last of its [[PRR GG1]]s on May 1, 1981,<ref>{{Cite web |url=https://history.amtrak.com/blogs/blog/digging-into-the-archives-the-amazing-gg-1 |title=Digging into the Archives: The Amazing GG-1 Locomotive |date=June 20, 2013 |website=Amtrak: History of America's Railroad |access-date=July 11, 2017}}</ref> while most of the [[GE E60]]s were sold to other operators.<ref>{{Harvnb|Simon|Warner|2011|p=76}}</ref> 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."<ref>{{Harvnb|Cudahy|2002|p=86}}</ref>

This strong performance led to further orders. Amtrak added seven more locomotives in 1987, delivered in 1988, for a total of 54.<ref name="Simon-Warner-2011-78" /> Two commuter operators in the Northeast ordered AEM-7s. [[MARC Train|MARC]] ordered four in 1986 for use on its [[Penn Line]] service on the [[Northeast Corridor]] between [[Washington, D.C.]], and [[Perryville, Maryland]].<ref>{{Harvnb|Middleton|1994|p=15}}</ref> The [[SEPTA|Southeastern Pennsylvania Transportation Authority]] (SEPTA) ordered seven in 1987.<ref>{{Harvnb|Middleton|1994|p=39}}</ref> 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.<ref>{{Harvnb|Cupper|1988|p=55}}</ref>

=== Refurbishment ===
In 1999, Amtrak and [[Alstom]] began a remanufacturing program for Amtrak's AEM-7s. Alstom supplied [[alternating current|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]].<ref>{{Cite journal |last=Vantuono, William C. |date=May 2000 |title=Get ready for a great ride |journal=[[Railway Age]] |volume=201 |issue=5 |page=43}}</ref> These remanufactured AEM-7s were designated '''AEM-7AC'''. Between 1999 and 2002, Amtrak rebuilt 29 of its AEM-7s.<ref>{{Cite journal |date=March 2003 |title=Delaware shops work to meet challenges of modern-day railroad |url=https://www.governmentattic.org/docs/Amtrak-Ink_2001-2006.pdf |journal=Amtrak Ink |volume=8 |issue=2 |page=3}}</ref>

=== 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 [[HHP-8|Bombardier/Alstom HHP-8s]].<ref>{{Cite web |url=http://www.prnewswire.com/news-releases/amtrak-awards-466-million-contract-for-70-new-electric-locomotives-106156093.html |title=Amtrak Awards $466 Million Contract for 70 New Electric Locomotives |last=Amtrak |date=October 28, 2010 |website=prnewswire.com}}</ref> The ACS-64s began entering revenue service in February 2014.<ref>{{Cite press release |title=NEW AMTRAK LOCOMOTIVES READY FOR SERVICE AND SET TO POWER NORTHEAST ECONOMY |date=February 6, 2014 |publisher=Amtrak |url=http://www.amtrak.com/ccurl/311/313/Amtrak-Electric-Locomotives-Debut-ATK-14-016.pdf |access-date=March 4, 2014}}</ref> 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.<ref>{{Cite web |url=https://history.amtrak.com/blogs/blog/farewell-to-the-aem-7 |title=A Fond Farewell to the AEM-7 |date=June 20, 2016 |website=Amtrak: History of America's Railroad |access-date=June 6, 2019 |archive-date=December 3, 2022 |archive-url=https://web.archive.org/web/20221203100335/https://history.amtrak.com/blogs/blog/farewell-to-the-aem-7 |url-status=dead }}</ref>

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,<ref>{{Cite web |url=https://mta.maryland.gov/sites/default/files/mgip_update_2013-09-13.pdf |title=Growth and Investment Plan Update: 2013 to 2015 |last=MARC Train |author-link=MARC Train |date=September 9, 2013 |page=21}}</ref> but the railroad instead started a refurbishment program for its HHP-8s in 2017.<ref name="marc-advisory-council-april-2017">{{Cite web |url=https://mta.maryland.gov/sites/default/files/MARCRAC_Minutes_2017-04-20.pdf |title=MARC Riders Advisory Council Meeting Minutes |date=April 20, 2017 |website=MTA Maryland}}</ref> {{As of|2017|9}}, the first HHP-8 reconditioned under this program had been delivered and was undergoing successful testing.<ref>{{Cite web |url=https://mta.maryland.gov/sites/default/files/MARCRAC_Minutes_2017-09-21.pdf |title=MARC Riders Advisory Council Meeting Minutes |date=September 21, 2017 |website=MTA Maryland}}</ref> MARC selected the [[Siemens Charger]] diesel locomotive as the replacement for its AEM-7 fleet in 2015.<ref>{{Cite web |url=http://railwayage.com/index.php/passenger/commuter-regional/marc-replacing-electric-locomotive-fleet-with-high-speed-diesels.html |title=MARC replacing electric locomotive fleet with high-speed diesels |last=Vantuono |first=William C. |date=August 12, 2015 |website=[[Railway Age]] |access-date=July 11, 2017 |archive-date=February 8, 2018 |archive-url=https://web.archive.org/web/20180208001521/http://www.railwayage.com/index.php/passenger/commuter-regional/marc-replacing-electric-locomotive-fleet-with-high-speed-diesels.html |url-status=dead }}</ref> The last of the MARC AEM-7s were retired by April 2017, with the Chargers  entering service in January 2018.<ref name="marc-advisory-council-april-2017" />

SEPTA continues to use electric traction, replacing its seven AEM-7s and lone [[ABB ALP-44]], an improved AEM-7, with fifteen ACS-64s.<ref name=SEPTA-farewell>{{Cite web |url=http://www.septa.org/events/aem7-farewell.html |title=Farewell to the SEPTA AEM-7 Locomotives |date=November 26, 2018 |website=SEPTA |access-date=November 26, 2018 |archive-date=August 13, 2022 |archive-url=https://web.archive.org/web/20220813215822/http://www.septa.org/events/aem7-farewell.html |url-status=dead }}</ref><ref>{{Cite news |url=http://www.philly.com/philly/business/transportation/20150528_SEPTA_plans_to_spend__154_million_on_new_locomotives.html |title=SEPTA plans to spend $154 million on new locomotives |last=Nussbaum |first=Paul |date=May 27, 2015 |work=The Philadelphia Inquirer |access-date=May 28, 2015}}</ref><ref name="curbed">{{Cite web |url=https://philly.curbed.com/2017/12/15/16780354/septa-electric-trains-launch |title=SEPTA's first new electric locomotive has pulled into Philly |last=Romero |first=Melissa |date=December 15, 2017 |website=[[Curbed]] |access-date=January 13, 2018}}</ref> The first SEPTA ACS-64, #901, entered revenue service on July 11, 2018.<ref>{{cite news |url=http://www.philly.com/philly/business/transportation/septa-regional-rail-new-locomotive-acs-64-siemens-20180711.html |title=SEPTA's new Regional Rail locomotive makes debut |author=Gambardello, Joseph A. |date=July 11, 2018 |newspaper=The Inquirer |access-date=January 4, 2019}}</ref> On December 1, 2018, SEPTA held a farewell excursion for the AEM-7 and ALP-44 locomotives along the [[Paoli/Thorndale Line]].<ref name=SEPTA-farewell /><ref>{{cite magazine |url=http://trn.trains.com/news/news-wire/2018/11/28-septa-says-farewell-to-the-aem7s |title=SEPTA says farewell to the AEM7s |author=Laepple, Wayne |date=November 28, 2018 |magazine=Trains |access-date=January 4, 2019 |archive-date=January 2, 2020 |archive-url=https://web.archive.org/web/20200102033753/http://trn.trains.com/news/news-wire/2018/11/28-septa-says-farewell-to-the-aem7s |url-status=dead }}</ref>

=== Post-retirement ===
[[File:Amtrak 915 1.JPG|thumb|right|Amtrak AEM-7 No. 915 on display at the Railroad Museum of Pennsylvania|alt=Silver and blue locomotive]]
Two locomotives, ex-Amtrak Nos. 928 and 942, were moved to the [[Transportation Technology Center]] in July 2017.<ref>{{Cite web |url=http://www.on-track-on-line.com/amtkrinf-amtrakbythenumbers.shtml#electrics |title=Amtrak By the Numbers: Updates (Electrics: AEM-7) |date=February 1, 2018 |publisher=On Track On Line |access-date=March 1, 2018}}</ref> 15 AEM-7s entered storage at the [[Seaview Transportation Company]] in Rhode Island amid potential interest from the [[MBTA Commuter Rail|MBTA]]. When the MBTA declined to acquire the units, Seaview began scrapping them, with three units remaining in late 2024.<ref name=":0" />

[[Caltrain]], which operates commuter trains in the [[San Francisco Bay Area]], purchased two retired Amtrak AEM-7s to test their [[Caltrain Modernization Program|electrification system]] once completed. The units would also serve as backup power for EMU cars.<ref>{{Cite web |url=http://www.caltrain.com/Assets/Caltrain+Modernization+Program/Documents/May+2016+Quarterly+Report.pdf |title=Caltrain Modernization Program, Peninsula Corridor Electrification Project (PCEP) 3rd Quarter FY 2016 Progress Report |date=May 2016 |publisher=Peninsula Corridor Joint Powers Board |access-date=July 30, 2017 |archive-date=November 7, 2016 |archive-url=https://web.archive.org/web/20161107025712/http://www.caltrain.com/Assets/Caltrain+Modernization+Program/Documents/May+2016+Quarterly+Report.pdf |url-status=dead }}</ref> 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 [[Caltrain Centralized Equipment Maintenance and Operations Facility|the Caltrain maintenance facility in San Jose]].<ref>{{Cite web |url=http://www.caltrain.com/Assets/__Agendas+and+Minutes/2018/2018-06-07+JPB+REVISED+PACKET+REMOVING+DUP+TOD.pdf#page=219 |title=Agenda: PCJPB Meeting |date=June 7, 2018 |publisher=Peninsula Corridor Joint Powers Board |page=219 |access-date=June 13, 2018 |archive-date=June 13, 2018 |archive-url=https://web.archive.org/web/20180613234854/http://www.caltrain.com/Assets/__Agendas+and+Minutes/2018/2018-06-07+JPB+REVISED+PACKET+REMOVING+DUP+TOD.pdf#page=219 |url-status=dead }}</ref><ref>{{Cite web |url=http://www.caltrain.com/Assets/__Agendas+and+Minutes/JPB/2018/2018-08-02+-+JPB+PCEP+REVISED+page.pdf#page=9 |title=Minutes: PCJPB Meeting |date=June 7, 2018 |publisher=Peninsula Corridor Joint Powers Board |page=9 |access-date=October 31, 2018 |archive-date=November 1, 2018 |archive-url=https://web.archive.org/web/20181101015337/http://www.caltrain.com/Assets/__Agendas+and+Minutes/JPB/2018/2018-08-02+-+JPB+PCEP+REVISED+page.pdf#page=9 |url-status=dead }}</ref> Locomotive Nos. 929 and 938 were delivered to California by Amtrak in June 2019.<ref>{{Cite web |url=https://sf.streetsblog.org/2019/06/28/eyes-on-the-rails-caltrains-first-electric-train-arrives/ |title=Eyes on the Rails: Caltrain's First Electric Train Arrives |author=Rudick, Roger |date=June 28, 2019 |website=SF Streetsblog |access-date=July 5, 2019}}</ref>

The seven SEPTA AEM-7s were leased to [[NJ Transit Rail Operations|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.<ref>{{Cite web |url=http://trn.trains.com/news/news-wire/2019/01/04-ptc-requirements-lead-nj-transit-to-run-cab-cars-in-front-of-locomotives |title=PTC requirements lead NJ Transit to run cab cars in front of locomotives |date=January 4, 2019 |publisher=Trains Magazine |access-date=January 5, 2019 |archive-date=January 6, 2019 |archive-url=https://web.archive.org/web/20190106010433/http://trn.trains.com/news/news-wire/2019/01/04-ptc-requirements-lead-nj-transit-to-run-cab-cars-in-front-of-locomotives |url-status=dead }}</ref> However, they were never used and subsequently returned. SEPTA then used them exclusively for overnight work service during autumn, [[Slippery rail#Railhead treatment|cleaning tracks and applying traction gel]].<ref>{{cite news |url=https://railfan.com/septa-revives-aem-7s-for-leaf-train-service/ |title=SEPTA Revives AEM-7s For 'Leaf Train' Service |author=Burkhart, M.T. |date=October 21, 2020 |work=Railfan & Railroad Magazine |access-date=November 9, 2021}}</ref><ref>{{cite news |url=https://railfan.com/aem-7-electrics-back-in-service-on-septa/ |title=AEM-7 Electrics Back in Service on SEPTA |author=Burkhart, M.T. |date=November 8, 2021 |work=Railfan & Railroad Magazine |access-date=November 9, 2021}}</ref> In 2022, SEPTA sold the AEM-7s and ALP-44 for scrap.<ref>{{cite web | url=https://railfan.com/end-of-the-line-septa-aem-7s-being-sold-for-scrap/ | title=End of the Line: SEPTA AEM-7s Being Sold for Scrap | date=February 2022 }}</ref>

Three ex-Amtrak units have been preserved: Nos. 915 at the [[Railroad Museum of Pennsylvania]],<ref>{{Cite press release |title=Amtrak AEM-7 Locomotive Becomes Newest {{sic|Ad|diton|nolink=y|expecting=Addition}} to Railroad Museum of Pennsylvania's Historic Collection<!--misspelling is in the original--> |date=June 12, 2015 |publisher=Railroad Museum of Pennsylvania |url=http://www.rrmuseumpa.org/media/AEM7%20Locomotive%20No.%20915.pdf |url-status=dead |archive-url=https://web.archive.org/web/20160119170116/http://rrmuseumpa.org/media/AEM7%20Locomotive%20No.%20915.pdf |archive-date=January 19, 2016}}</ref> 945 at the [[Illinois Railway Museum]],<ref>{{Cite web |url=https://www.irm.org/in-the-news/amtrak-aem-7-locomotive-built-in-1982-acquired-by-irm |title=Amtrak AEM-7 locomotive built in 1982 acquired by IRM |date=March 28, 2018 |website=Illinois Railway Museum |language=en-US |access-date=April 14, 2018}}</ref> and 917 at the [[Danbury Railway Museum]].<ref>{{cite magazine |url=https://static1.squarespace.com/static/5c6ae28990f904697b81cb83/t/660c40d30490564579a10263/1712079069238/DRM_Newsletter_2024-03.pdf |magazine=The Railyard Dispatch |volume=24 |issue=1 |page=4 |title=President's Report |publisher=Danbury Railway Museum}}</ref> A fourth unit, no. 927, was purchased from Seaview by Northeast Rail Heritage Inc. in 2024 for eventual preservation.<ref name=":0">{{cite news |url=https://www.trains.com/trn/news-reviews/news-wire/new-preservation-group-buys-amtrak-aem7-no-927/ |title=New preservation group buys Amtrak AEM7 No. 927 |first=Dan |last=Cupper |date=December 4, 2024 |newspaper=Trains News Wire |access-date=December 4, 2024}}</ref>
{{clear}}

== See also ==
* [[ABB ALP-44]] – A similar locomotive used by SEPTA and New Jersey Transit.

== Notes ==
{{Reflist|30em}}

== References ==
* {{cite journal | title=Railroad News Photos | journal=[[Trains (magazine)|Trains]] | volume=47 | issue=1 | date=November 1986 | pages=12–17 | issn=0041-0934 | ref={{harvid|Trains|1986}} }}
* {{cite web|last=Abendschein |first=Frederic H. |title=Pennsylvania Railroad Electric Locomotive GG1 4800 |publisher=[[American Society of Mechanical Engineers]] |date=April 23, 1983 |url=http://files.asme.org/ASMEORG/Communities/History/Landmarks/5618.pdf |access-date=December 13, 2009 |url-status=dead |archive-url=https://web.archive.org/web/20140407064423/http://files.asme.org/ASMEORG/Communities/History/Landmarks/5618.pdf |archive-date=April 7, 2014 }}
* {{Cudahy-Hudson}}
* {{cite journal | last=Cupper | first=Dan | title=Amtrak's Keystone Service | journal=[[Railfan & Railroad]] | volume=7 | issue=7 | date=July 1988 | pages=54–59 | issn=0163-7266 }}
* {{cite journal | last=Ephraim | first=Max Jr. | author-link=Max Ephraim Jr | title=The AEM-7 – A New High-Speed, Light-Weight Electric Passenger Locomotive | journal=ASME Paper | pages=1–7 | date=1982 | issn=0402-1215 | id=82-RT-7 }}
* {{cite journal | last=Ephraim | first=Max Jr. | author-link=Max Ephraim Jr | title=Electric Locomotives for the 1980s | journal=[[Transportation Research Record]] | date=1983 | issue=939 | pages=51–54 }}
* {{cite book | title=How much Federal subsidy will Amtrak need? | author=General Accounting Office | date=1976 | publisher=[[General Accounting Office]] | url=http://www.gao.gov/assets/120/113954.pdf | oclc=2282654 | ref={{harvid|GAO|1976}} | author-link=General Accounting Office }}
* {{cite book | last=Middleton | first=William D. | title=North American commuter rail 1994 | date=1994 | publisher=[[Pentrex]] | location=Pasadena, California | oclc=32665882 }}
* {{cite book | title=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 | author=NTSB | author-link=National Transportation Safety Board | year=1985 | oclc=12734702 | url=https://commons.wikimedia.org/wiki/File:NTSB_RAR-85-09.pdf }}
* {{Amtrak By the Numbers}}
* {{Solomon-GE and EMD}}
* {{cite book | title=Two-year report on the Northeast Corridor | author=United States Department of Transportation | author-link=United States Department of Transportation | date=1978 | location=Washington, D.C. | publisher=[[United States Department of Transportation]] | url=https://www.fra.dot.gov/Elib/Document/2766 | format=PDF | oclc=22749371 | ref={{Harvid|USDOT|1978}} | access-date=March 12, 2017 | archive-date=April 29, 2017 | archive-url=https://web.archive.org/web/20170429232146/https://www.fra.dot.gov/Elib/Document/2766 | url-status=dead }}

== Further reading ==
* {{cite book | last=Solomon | first=Brian | title=Electric Locomotives | publisher=[[MBI Publishing]] | location=St. Paul, Minnesota | date=2003 | isbn=978-0-7603-1359-6 }}
* {{cite journal | title=SEPTA at 30 | last=Yough | first=Patrick J. | journal=[[Railfan & Railroad]] | date=April 2013 | volume=32 | issue=4 | pages=36–43 | issn=0163-7266 }}

== External links ==
{{Commons category|EMD AEM-7 locomotives}}
* [http://www2.hcmuaf.edu.vn/data/phamducdung/thamkhao/Mark's%20Standard-Handbook/Transportation.pdf AEM-7DC power, tractive effort, and braking curve graphs on page 11-27 (figures 11.2.10 – 11.2.12).]
* [http://www.on-track-on-line.com/amtkrinf-aem7date.shtml AEM-7AC Completion Dates and Data by On Track On Line]
* {{cite web |url=http://www.on-track-on-line.com/amtkrinf-amtrakbythenumbers.shtml#electrics |title=Amtrak By the Numbers: Updates (Electrics: AEM-7) |date=February 1, 2018 |publisher=On Track On Line |access-date=March 1, 2018}}

{{Amtrak rolling stock}}
{{EMD misc}}
{{Higher speed rail}}
{{SEPTA rolling stock timeline}}
{{ASEA Export Electric Locomotives|state=collapsed}}

[[Category:Amtrak locomotives]]
[[Category:Electro-Motive Division locomotives|AEM-7]]
[[Category:ASEA locomotives]]
[[Category:B-B locomotives]]
[[Category:SEPTA Regional Rail]]
[[Category:11 kV AC locomotives]]
[[Category:25 kV AC locomotives]]
[[Category:Passenger locomotives]]
[[Category:American Passenger Locomotives]]
[[Category:Electric locomotives of the United States]]
[[Category:Railway locomotives introduced in 1980]]
[[Category:Multi-system locomotives]]
[[Category:Passenger trains running at least at 200&nbsp;km/h in commercial operations]]
[[Category:Standard-gauge locomotives of the United States]]