EMD GM10B

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
Generator	EMD D79MA75
Traction motors	6 × ASEA LJH108-3

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

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
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
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.

gollark: So sandboxed folders?

gollark: What's the point of the files thing vs just using folders?

gollark: Happily, potatOS has FS dump/load from table stuff.

gollark: <@184468521042968577> PotatOS happens to have a decent sandbox...

gollark: Plus to make it maximally potatO the dependency tree is evil.

References

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

This article is issued from Wikipedia. The text is licensed under Creative Commons - Attribution - Sharealike. Additional terms may apply for the media files.

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