Atlas Model Railroad Co. Product Review

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This review was taken from the March, 2000 issue of Model Railroad News and is reproduced with permission of Lamplight Publishing, Merlin, OR.

The HO Atlas AEM7/ALP44

Review by David Otte

Departing from their mainline production of both first and second generation diesel locomotives in HO scale, Atlas has taken a refreshing sidetrack with their most recent release—the AEM7/ALP44 electric locomotive. This passenger engine is a common sight on Amtrak’s Northeast Corridor and on several commuter rail lines serving the Northeastern Unites States.

This is the first time an HO scale model of the AEM7 has been offered in plastic. The Atlas model will be available in several road names, with two road numbers, as well as an unnumbered version: AEM7—Amtrak, Amtrak Northeast Direct, SEPTA, and MARC; and in the form of the ALP44—NJ Transit. Also, both the AEM7 and ALP44 are being offered as undecorated models. The locomotives are made in China and backed by a 90 day warranty.

The Prototype

At its birth in May of 1971, Amtrak inherited a fleet of weary GG-1s for powering passengers trains on the former Pennsylvania Railroad’s Northeast Corridor (NEC) electrified lines between Washington, DC and New York. It wasn’t long before the new passenger corporation realized that these famous electrics, originally built in the 1930s and early 1940s, would need to be replaced. General Electric was the first to offer an alternative with their six-axle, 6,000 hp E60s. But these locomotives proved to be no match for the GG-1s as the E60s experienced frequent high speed derailments.

The E60s were found to be better suited pulling the slower, heavy long distance through trains over the Corridor rather than high speed inter-city trains. Amtrak began looking to European locomotive manufacturers for help. They started testing French and Swedish designed locomotives on the NEC in 1976. Favoring the RC-4 built by Allmana Svenska Elektriska Aktiebolaget (ASES) of Sweden, they decided to base their new locomotive on this design. EMD was chosen to assemble this new engine based on ASES mechanical components and bodies built by the Budd Company. the first AEM7 (A standing for ASES, EM for Electromotive Division of General Motors, and 7 for 7,000 horsepower) left the EMD plant in November 1979.

What rolled out onto the test track that late fall had the appearance of an electric toaster! The silver car body had virtually vertical sides and slightly rounded cabs at either end. Its uniqueness was further bolstered by the fact that at less than 51’ in length and a weight of 101 tons, the AEM7 packed inside a whopping 7,000 horsepower, as compared to the heavier and similar length EMD F-unit diesel-electric which produced 1,500 horsepower. The new electrics were equipped with a wheel slip control system, both clasp and disc brakes on all wheels, dynamic braking, and head-end power (HEP).

Between 1979 and 1988, Amtrak received a total of 54 AEM7s numbered 900-953, and presently still roster 52 (two units were involved in accidents and scrapped). They regularly pull the Metroliner trains on the NEC at speeds of 125 mph. Since Amtrak’s purchase of these locomotives, other Northeastern commuter railroad companies have purchased the AEM7 (and its brother, the ALP-44) including Maryland Rail Commuter (MARC), NJ transit, and the Southeastern Pennsylvania Authority (SEPTA). In fact, SEPTA currently rosters seven AEM7s #2301-2307 built in 1987 by EMD. In 1996, they received an ALP-44 #2308, this time produced by ASEA Brown Bovari in Sweden. SEPTA commuter trains provide service over ex-PRR and ex-Reading trackage, as well as over sections of Amtrak’s NEC.

The Atlas Model

Before even removing our Amtrak and SEPTA AEM7 review samples from their boxes, I was impressed with their incredible level of detail. Atlas’ rendition truly captures the shapes and colors of these prototypes. Checking the dimensions of the model against scale drawings, the HO model compares very well at about 7" long over the anti-climbers, 3.55" wheel base over truck centers, 1.75" high to the roof, and 1.39" wide. this translates to approximate scale dimensions of 50' long, 25.7’ wheel base, 12.5’ high, and 10’ wide—extremely close to the prototype!

A plastic, injection molded body surrounds a die cast chassis, which in turn sets on accurate plastic truck side frames. Molded on details are excellent representing the car body vents, door latches, sanding hatches, and the horizontal ribs running between the cabs on each side of the body. Separately applied body details include: metal hand grabs and railings, a bell under the frame, windshield wipers, side view mirrors, air hoses, and cut levers. the unique 50" diameter wheels have been molded too, and include details representing the bolting flange on each wheel.

Moving to the roof top, Atlas has done an exceptional job in replicating all the parts integral to this electric locomotive. details include: working metal pantographs, dynamic brake housing, radio antenna, Nathan air horns, non-functioning warning lights, high voltage warning signs, air conditioners, voltage transformer, insulators, main circuit breaker, and conduit.

Atlas adds that extra touch by providing interior cab detail as well. Not only have they included a control panel and seats, but they have two crew members in the front cab with individual realistic poses, both nicely painted in different colors.

Since they were first produced, the AEM7s have gone through a few changes in their appearance. Atlas’ model seems to be aversion of the engine as it could be seen from the mid 1980s to present day. The cabs were equipped with roof top air conditioners, filters were placed over the central air vents on the top sides of the car body, and additional air ducts were installed on either side of the dynamic brake housing. All of these identifying marks can be found on the HO model.

There were a couple of very minor differences between the model and the photos of the prototypes I viewed, though. First, the roof top air conditioners on our samples were facing the opposite direction (needed to be rotated 180 degrees) according to Amtrak and SEPTA practices. Hand grabs located atop each numberboard on the AEM7 were omitted on the model. Finally, the air ducts around the dynamic brake housing lacked any vent on screen details.

The fit and finish of our review samples are immaculate! The paint thickness is consistent over the entire body shell of each model, with no signs of paint build up around nay of the delicate molded on details. The colors are opaque and the parting lines between colors are flawless. All of the lettering is crisp and readable—even the incredibly small text on the roof top warning signs.

As mentioned before, the model is equipped with metal grab irons and railings, but Atlas has left these unpainted. Our Amtrak sample is accurately decorated for engine #921 in the most recent Amtrak Northeast Direct or Phase IV paint scheme. The model seems to follow Amtrak painting and lettering practices exactly, even down to the small FF on the frame below the cab designating the front of the locomotive.

On the other hand, while the SEPTA version was authentically decorated for engine #2301 down to the EMD builder’s plates on the sides, it appeared to me that the blue and red stripe encircling the unit was positioned a bit too high on the body. Also, the gray paint surrounding the cab windows did not extend far enough around the corner posts of the cab.

On the Test Track

When it came time to put the model on the test track, I had very high expectations based on Atlas’ prior releases. I was not disappointed in the least! The AEM7 easily snaked it way through 18" radius S curves and glided through #4 switches on our test track. Both of our samples ran smoothly right out of the box. While the Amtrak AEM7 ran with a minimal level of noise, the motor noise resonating from the SEPTA unit made a growling like sound as it traveled at slow speeds. At higher speeds, the noise disappeared. Further investigation of the chassis did not yield any loose parts that may have been vibrating, but at no time did the noise seem to affect the great performance of the locomotive.

The unit is powered by a can motor with dual flywheels providing exceptional pulling power. We had the AEM7 pulling an assorted train of about two dozen freight and passenger car son our level track—much more than is required of the prototype. The speed range was good, but considering the prototype, it is not designed to be a switcher!

The model comes with several other nice operating features too. To start with, it is DCC ready and factory equipped with AccuMate (Kadee compatible) couplers, which worked well throughout our testing (horn hook style couplers are also included separately). The AEM7 boasts operating headlights and red marker lights which are directional. The lighting effects looked good, but the intensity is based on voltage.

Finally, the modeler is given the choice of either selecting the pantographs or track power for operating the AEM7. This is done easily by removing the body shell and simply rotating a contact on the tope of the circuit board. The unit comes from the factory preselected for track power. Also regarding the pantographs, Atlas cautions the modeler when raising them to lift them up by the lower bracing to prevent the chance of damaging them.

A Bold Step

Atlas is to be commended for producing such a fine model of the AEM7/ALP44 electric locomotive. This release is a bold step into the electric locomotive arena, proving that Atlas is not afraid to pursue motive power subjects other than diesels. While the AEM7 may seem to have a limited appeal due to its regional confines in the Northeast, I believe many HO modelers will find it to be a rather interesting locomotive design that will be a worthy addition to their collection. Atlas’ commitment to the model railroader for striving to reproduce the highest quality and most accurate model possible is surely self evident in the AEM7.