EMD GM6C
{{Infobox locomotive
|name = EMD GM6C
|powertype = Electric
|builder = Electro-Motive Division
|serialnumber = 75605-1
|buildmodel = GM6C
|builddate = May 1, 1975
|totalproduction = 1
|aarwheels = C-C
|uicclass = Co'Co'
|gauge = {{track gauge|ussg}}
|trucks = EMD HTC
|length = {{convert|68|ft|10|in|m|2|abbr=on}}
|height = {{convert|14|ft|9+1/2|in|m|2|abbr=on}} (over locked-down pantographs)
|width = {{convert|10|ft|m|2|abbr=on}}
|locoweight = {{convert|365000|lb|kg|0|abbr=on}}
or {{convert|182.5|ST|LT t}}
|wheeldiameter = {{convert|42|in|mm|0|abbr=on}}
|electricsystem = Switchable: 11 kV 25 Hz,
25 kV 60 Hz,
Northeast Corridor Catenary
|collectionmethod = Pantograph
|generator = EMD D79MA75
|tractionmotors = 6 × EMD E88X
|poweroutput = {{convert|6000|hp|MW|2|abbr=on}}
|tractiveeffort = Starting: {{convert|126000|lbf|kN|1|abbr=on}};
Continuous: {{convert|44000|lbf|kN|1|abbr=on}} @ {{convert|46|mph|km/h|0|abbr=on}}
|operator = Penn Central (later Amtrak and Conrail)
|fleetnumbers = 1975 (later 4975)
|locale = Northeast Corridor
|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.EMD unveils its first all-electric unit Railway Age May 12, 1975 pages 10-12First GM demonstration electric loco appears Railway Gazette International June 1975 page 232{{citation|last=Graham-White|first=Sean|title=EMD's Freight Electrics|year=2007|newspaper=Diesel Era|volume=18|issue=5|pages=48–54|publisher=Withers|issn=1049-5622}} Equipped with close to standard C-C HTC trucks and traction motors, it was designed for lower-speed drag 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 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. The two locomotives became 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.