Type and origin
Power type Electric
Builder GM-EMD
Serial number 75607-1
Model GM10B
Build date August 1976
Total produced 1
AAR wheel arr. B-B-B
UIC class Bo'Bo'Bo'
Gauge 4 ft 8 12 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 18 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
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)
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.


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.


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