The GE E-60


Catenary
E-60CPspacerE-60CP
Trackbed

Type Amtrak E-60CP
Year 1975
Roadnumbers 956 - 975 (along with E-60CH 950 - 955)
Description Amtrak's 26 E-60s were intended to replace the venerable GG-1 as the primary motive power in the North East Corridor, from Washington DC to New Haven CT. They were essentially off-the-shelf units, built by GE, using components similar to their "catalog" diesel and electric freight locomotives.

Initial intention was to run them at 125 Mph, in "Metroliner" service, but it was soon realized that they were unsuitable for speeds in excess of 90. However, their pulling power was impressive. At 6000 horsepower, they were the most powerful locomotives in North America, and kept that title for many years.

The E-60CP was able to supply 480 VAC head-end-power to newer equipment, such as the Amfleet cars. The E-60CH had a boiler, to provde steam to older equipment.
Notes These units use a rotary converter (Motor-Generator), to "digest" 60Hz AC, and allow the use of standard DC diesel traction motors. However, they can't handle 25kV, so they'll never operate on the new Boston electrification, east of New Haven CT.

Use of an M-G was a throwback to earlier times. The New Haven "Jets", 20 years before, pioneered the use of rectifiers, in passenger locomotives. The only other major use of M-Gs in the US was on Great Northern's Cascade electrification, which was abandoned with the advent of diesels in the late '50s.


Catenary
E-60MAspacerE-60MA
Trackbed

Type Amtrak E-60MA
Year 1987
Roadnumbers 600 - 610
Description In the late '80s, Amtrak rebuilt 11 E-60s in order to extend their service lives. The modifications included cab air conditioners.
Download This zip file contains my E-60 locomotives

Separator

The AEM-7/ALP-44

In the mid '70s, Amtrak (unsatisfied with the E-60s just built by GE) looked to Europe for the design of their next electric locomotive. Two slightly modified units were brought over for a series of trials, a French CC 21000 class given number X996, and a Swedish Rc4, X995. These test unis soon aquierd the nicknames "The French Fry" and "The Swedish Meatball"

The Swedish design was judged the most favorable, and arrangments were soon made to manufacture simialr units under license. EMD had a previous association with the Swedish electrical corp. ASEA, when designing the 10,000hp freight motor, the GM10, and the two cooperated on the design of the new passenger motor, called the AEM-7 (ASEA, EMd - 7000hp)

These units were the first e-locs in the US to use silicon rectifiers (thyristors). All eralier types used motor-generators or Ignitron rectifiers.

Though the meatball nickname carried through to the production units, they also came to be known as "Toasters", because of their boxy shape, stainless steel construction, and the banks of hot resistors on the roof.

Catenary
AEM-7AEM-7AEM-7
Trackbed

Type Amtrak AEM-7 (Phase 3, 4, and 5 paint)
Year 1980
Roadnumbers 900 - 953
Description The AEM-7 was Amtrak's primary locomotive on the North East Corridor electrified zone, for nearly 20 years. They were capable of the 125 Mph speeds necessary to replace trouble-prone EMUs in Metroliner service, and (in multiple) could haul heavy Florida trains at similar speeds.


Catenary
AEM-7AC
Trackbed

Type Amtrak AEM-7AC
Year 1998
Roadnumbers 901 - 953 (various)
Description In 1998, Amtrak began re-building 20 of it's AEM-7 locomotives to operate on the new 25kV, 60hz electrification, from New Haven to Boston. These rebuilds included AC traction motors and control equipment from Alsthom.


Catenary
ALP-44spacerAEM-7spacerAEM-7
Trackbed

Type NJT ALP-44 (left)
SEPTA AEM-7(center)
MARC AEM-7(right)
Year 1985
Roadnumbers 4400 - 4433 (NJT)
2301 - 2307 (SEPTA)
4900 - 4903 (MARC)
Description

The three commuter train operators, on the former PRR mainline from New York to Washington, all use electric locomotives to pull their trains as well.

New Jersey Transit provides service from New York City to several points in New Jersey. At one time they operated a fleet of ex-PRR GG1s, then bought several E-60s from Amtrak, before buying new ALP-44 units. The ALP-44 is a Swedish built version of the AEM-7 (which, you may recall, is a US built version of the Swedish Rc4, confused yet?).

The South Eastern Pennsylvania Transit Authority operates out of Philladelphia, and chose to purchase US-made AEM-7s. They used them to replace trains of EMUs with locomotive hauled trains.

The Maryland Area Rail Comuter authority bought their four AEM-7s to replice diesels on a service which oparates between Washington DC and Baltimore.

Note These images were drawn, and given to me, by Kenneth Arnerstedt
Download This zip file contains all Ken's AEM-7 and ALP-44 locomotives