EMD GM10B
Type and origin
Power typeElectric
BuilderGM-EMD
Serial number75607-1
ModelGM10B
Build dateAugust 1976
Total produced1
Specifications
Configuration:
​
 • AARB-B-B
 • UICBo'Bo'Bo'
Gauge4 ft 8+1⁄2 in (1,435 mm)
TrucksASEA
Wheel diameter50 in (1,270 mm)
Length73 ft 4 in (22.35 m)
Width10 ft 3+1⁄8 in (3.13 m)
Height15 ft 10 in (4.83 m) (over locked-down pantographs)
Loco weight394,500 lb (178,900 kg)
Electric system/sSwitchable: 11 kV 25 Hz,
25 kV 60 Hz
Catenary
Current pickup(s)Pantograph
AlternatorEMD D79MA75
Traction motors6 × ASEA LJH108-3
Performance figures
Power output10,000 hp (7.46 MW)
Tractive effort:
​
 • Starting114,000 lbf (510 kN)
 • Continuous99,000 lbf (440 kN) at 10 mph (16 km/h), 82,000 lbf (360 kN) at 37 mph (60 km/h)
Career
OperatorsPenn Central (later Conrail)
Number in class1
Numbers1976 (later 4976)
LocaleNortheast Corridor electrified lines
DeliveredAugust 1976
Withdrawn1982
Dispositionscrapped

The GM10B was a solitary electric testbed locomotive with a power output of 10,000 hp (7.46 MW) which was intended for use on high-speed freight services on the Northeast Corridor. Built by American locomotive builder Electro-Motive Division (EMD) at its La Grange, Illinois, plant in collaboration with ASEA of Sweden.[1] It entered service with Penn Central in August 1976 and featured a B-B-B wheel arrangement, a first for the North American market, while having a high proportion of Swedish built components and design features created by ASEA.

History

At the time of its conception in 1976, high oil prices had a number of large US railroads contemplating electrification of their most heavily used lines while at the same time the only major US railroad with freight-hauling electrification, the Penn Central, had a fleet of aging locomotives which were in need of replacement.

As a result, EMD, in conjunction with ASEA, developed the GM10B to provide motive power for high-speed freight trains while at the same time developing the similar GM6C for slow drag freight services. However, after the introduction of the locomotives circumstances changed as the oil prices declined, which wiped out the interest freight railroads had in electrification, all while diesel locomotive power and adhesion were improved.

Meanwhile, the bankruptcy of Penn Central led to the division of the railroad's physical plant between Amtrak, which inherited much of the electrified region, and Conrail. Increased access charges on the part of Amtrak led to Conrail ceasing electric operations in 1982, dismantling the electrification on its lines and avoiding Amtrak-owned rails.[2] Due to this the two locomotives became surplus to operational requirements and were returned to EMD, remaining in the yard at the LaGrange plant until both were scrapped in the mid-1980s.

See also

  • EMD GM6C - similar American electric locomotive using a C-C wheel arrangement also by EMD
  • GMD GF6C - similar electric locomotive by EMD's Canadian subsidiary

References

  1. ↑ Graham-White, Sean (2007), "EMD's Freight Electrics", Diesel Era, Withers, vol. 18, no. 5, pp. 48–54, ISSN 1049-5622
  2. ↑ "Testing EMD electric freight locomotives". Trains. 17 June 2022. Retrieved 2022-09-12.
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