What is the future for AEM-7s? - Trains Magazine

In addition to reasons above and others that will be posted.

1.  The reliability of HHP-8s is only about 12 days MTBF ( failure ) as compared to AEM-7s 25 ?. 

2.  HHPs were often assigned to LD trains as they nominally would move them faster than the AEM-7s with their higher HP.

3.  ACS-64s are so far demonstrating a much higher reliability.

4.  ACS-64s appear to accelerate the LD trains faster than the HHP-8 as tLDs are often 10 - 12 cars compared to the shorter Regional trains ( 7 - 9 ).  As soon as the ACS-64s passed all their break in periods they were generally assigned to the LD trains.

5.  Once  the new baggage and dinning cars  ( Viewliner-2s ) replace heritage cars the ACS-64s will be needed for the 125 MPH operation that is not presently allowed.

6.  Carrying the weight of dead motors on diesel only routes wastes fuel.  Another problem is longer trains may foul some crossings at station stops.

7.  Tractive effort per KWH is somewhat better and the dual HEP capabilities of ACS-64s  significantly reduces possible loss of HEP.

8.  Regenerative braking down to stop cuts power bills.  Note regen first goes to HEP power supply.

However there Could be a use for reliable AEMs.  If AEMs are kept the costs to keep them road worthy and their periodic inspections would need to be considered.

11.  Amtrak will probably have extra ACS-64s parked a WASH, PHL. NY. BOS. Maybe at Bear Maintenance facility ?

12.  AEMs could be parked for standby motors or power at locations such as Baltimore, Wilmington, Harrisburg, Trenton, Newark, Stamford, New Haven, Providence.  Then in the case of a ACS-64 failure delays would not be as long bringing them to stalled train ? 

13.  There may even be other locations that the surplus AEMs could be parked ?  Anyone ?

At present it appears that MARC, SEPTA, NJT, SLE,  MBTA are not interested in any of the AEMs ?