EMD GM10B

Type and origin
Power type	Electric
Builder	GM-EMD
Serial number	75607-1
Model	GM10B
Build date	August 1976
Total produced	1

Specifications
AAR wheel arr.	B-B-B
UIC class	Bo'Bo'Bo'
Gauge	4 ft 8 ¹⁄₂ in (1,435 mm)
Trucks	ASEA
Wheel diameter	50 in (1,270 mm)
Length	73 ft 4 in (22.35 m)
Width	10 ft 3 ¹⁄₈ in (3.13 m)
Height	15 ft 10 in (4.83 m) (over locked-down pantographs)
Loco weight	394,500 lb (178,900 kg)
Electric system(s)	Switchable: 11 kV 25 Hz, 25 kV 60 Hz Catenary
Current collection	Pantograph
Generator	EMD D79MA75
Traction motors	6 × ASEA LJH108-3

Performance figures
Power output	10,000 hp (7.46 MW)
Tractive effort	Starting: 114,000 lbf (510 kN); Continuous: 99,000 lbf (440 kN) at 10 mph (16 km/h), 82,000 lbf (360 kN) at 37 mph (60 km/h)

Career
Operators	Penn Central (later Amtrak and Conrail)
Numbers	1976 (later 4976)
Locale	Northeast Corridor electrified lines
Disposition	Scrapped

The GM10B was a solitary testbed electric locomotive for freight duties built by General Motors' Electro-Motive Division of the United States in collaboration with ASEA of Sweden. It was built at EMD's La Grange, Illinois plant^[1] entering service in August 1976. Equipped with B-B-B trucks and a high proportion of Swedish ASEA design and technology, the locomotive was designed for high-speed freight service.

Motives

At the time, high oil prices had a number of large US railroads contemplating electrification of their most heavily used lines, while the only major US railroad with freight-hauling electrification, the Penn Central, had a fleet of aging locomotives needing replacement.

Circumstances changed after the GM10B and earlier GM6C locomotives were developed; oil prices declined, which wiped out the interest freight railroads had in electrification, 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. The two locomotives were now surplus to requirements and were returned to EMD, remaining in the LaGrange plant's yard until scrapping in the mid 1980s.

References

↑ Graham-White, Sean (2007), "EMD's Freight Electrics", Diesel Era, Withers, 18 (5), pp. 48–54, ISSN 1049-5622

Limited production, export and EMD engined locomotives by Electro-Motive Diesel

Electrics

Industrial, military, export
and narrow gauge

Streamliners

EMD-engined and
license-built units

British Rail	Class 57 Class 67

Córas Iompair Éireann	Class 001 Class 071 Class 121 Class 141 Class 181

CFL (Luxembourg)	Class 1600

Danish State Railways	Class ME Class MX Class MY Class MZ

Iarnród Éireann	Class 201

Indian Railways	Class WDM-4

Israel Railways	JT 42BW JT 42CW

Northern Ireland Railways	Class 111

Norwegian State Railways	NSB Di 4

NJ Transit	Alstom PL42AC

RENFE (Spain)	Class 310 Class 319 (early versions) Class 319 (later versions) Class 333 Class 334

SNCB (Belgium)	HLD 51 HLD 52 HLD 53 HLD 54 HLD 55 HLD 61 HLD 62 HLD 65

Swedish State Railways	T41 T43 T44

Vossloh	Euro

Experimentals

See also: List of GM-EMD locomotives

This article is issued from Wikipedia - version of the 8/7/2016. The text is available under the Creative Commons Attribution/Share Alike but additional terms may apply for the media files.