EMD GM10B
From Wikipedia, the free encyclopedia
 GM10B #1976 |
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| Power type | Electric |
|---|---|
| Builder | General Motors Electro-Motive Division (GM-EMD) |
| Serial number | 75607-1 |
| Model | GM10B |
| Build date | August 1976 |
| Total production | 1 |
| AAR wheel arr. | B-B-B |
| UIC classification | B'B'B' |
| UIC classification | Bo'Bo'Bo' |
| Gauge | 1,435 mm (4 ft 8½ in) |
| Trucks (Bogies) | ASEA |
| Wheel diameter | 50 in (1,300 mm) |
| Length | 73 ft 4 in (22.35 m) |
| Width | 10 ft 3.125 in (3.13 m) |
| Height | 15 ft 10 in (4.83 m) (over locked-down pantographs) |
| Total weight | 394,500 lb (178,900 kg) |
| Electric system(s) | switchable; 11kV 25Hz, 25kV 50Hz, 50kV 25Hz |
| Current Collection method(s) | Pantograph |
| Generator | EMD D79MA75 |
| Traction motors | 6 × ASEA LJH108-3 |
| Power output | 10,000 hp (7,500 kW) |
| Tractive effort | 114,000 lbf (510 kN) starting 99,000 lbf (440 kN) continuous @ 10 mph (16 km/h) 82,000 lbf (360 kN) continuous @ 37 mph (60 km/h) |
| Locomotive brakes | Straight air |
| Train brakes | 26-L air |
| Career | EMD (EMDX) |
| Number(s) | 1976 (later 4976) |
| Locale | Penn Central (later Amtrak and Conrail) electrified lines |
| Disposition | scrapped |
| WikiProject Trains {{Infobox Locomotive Auto}} |
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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.
[edit] 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. Deteriorating relationships between the two 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.
[edit] References
- ^ Graham-White, Sean (2007), “EMD's Freight Electrics”, Diesel Era (Withers) 18 (5): 48–54, ISSN 1049-5622
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