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 it's 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.

EMD GM10B
The sole GM10B at the Harrisburg engine terminal in June, 1977
Type and origin Power type Electric Builder GM-EMD Serial number 75607-1 Model GM10B Build date August 1976 Total produced 1
Specifications Configuration: ​  • AAR B-B-B  • UIC 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 pickup(s) Pantograph Alternator 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 Conrail) Number in class 1 Numbers 1976 (later 4976) Locale Northeast Corridor electrified lines Delivered August 1976 Withdrawn 1982 Disposition scrapped

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 similair 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