EMD GM6C

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EMD GM6C
Type and origin
Power type Electric
Builder GM-EMD
Serial number 75605-1
Model GM6C
Build date May 1, 1975
Total produced 1
Specifications
Configuration:
 • AAR C-C
Gauge 4 ft 8 12 in (1,435 mm)
Trucks EMD HTC
Wheel diameter 42 in (1,067 mm)
Length 68 ft 10 in (20.98 m)
Width 10 ft (3.05 m)
Height 14 ft 9 12 in (4.51 m) (over locked-down pantographs)
Loco weight 365,000 lb (165,561 kg)
or 182.5 short tons (162.9 long tons; 165.6 t)
Electric system(s) Switchable: 11 kV 25 Hz,
25 kV 60 Hz,
Northeast Corridor Catenary
Current source Pantograph
Generator EMD D79MA75
Traction motors 6 × EMD E88X
Performance figures
Power output 6,000 hp (4.47 MW)
Tractive effort Starting: 126,000 lbf (560.5 kN);
Continuous: 44,000 lbf (195.7 kN) @ 46 mph (74 km/h)
Career
Operators Penn Central (later Amtrak and Conrail)
Numbers 1975 (later 4975)
Locale Northeast Corridor electrified lines
Disposition Scrapped

The GM6C 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 rolled out from EMD's La Grange, Illinois plant on May 1, 1975.[1] Equipped with close to standard C-C HTC trucks and traction motors, it was designed for lower-speed drag freight service.

Motives[edit]

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 GM6C and GM10B 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.[citation needed] 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.

The BC Rail GF6C locomotives used similar technology to the GM6C but had a wide-nose cab and carbody.

References[edit]

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