EMD SD60

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EMD SD60 series
Soo Line 6022 pulls a train through Wisconsin Dells, WI, 20 June 2004
Power typeDiesel-electric
BuilderGM Electro-Motive Division (EMD)
General Motors Diesel (GMD)
Build date1984–1995
Total produced1,140
AAR wheel arr.C-C
Gauge4 ft 8 12 in (1,435 mm)
5 ft 3 in (1,600 mm), Brazil
Prime moverEMD 16-710G3A
AlternatorAR-11
Traction motorsD-87
Power output3,800 hp (2.8 MW)
CareerSee original owners
LocaleNorth America, Brazil
Dispositionmost still in service as of 2010
 
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EMD SD60 series
Soo Line 6022 pulls a train through Wisconsin Dells, WI, 20 June 2004
Power typeDiesel-electric
BuilderGM Electro-Motive Division (EMD)
General Motors Diesel (GMD)
Build date1984–1995
Total produced1,140
AAR wheel arr.C-C
Gauge4 ft 8 12 in (1,435 mm)
5 ft 3 in (1,600 mm), Brazil
Prime moverEMD 16-710G3A
AlternatorAR-11
Traction motorsD-87
Power output3,800 hp (2.8 MW)
CareerSee original owners
LocaleNorth America, Brazil
Dispositionmost still in service as of 2010

The EMD SD60 is a 3,800 horsepower (2,800 kW), 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division. Intended for heavy-duty drag freight or medium-speed freight service. It was introduced in 1984, and production ran until 1995.

Contents

History and development

The development of the SD50 and SD60 series locomotives in the late 1970s and early 1980s was spurred by the introduction of 3,600 horsepower (2,700 kW) GE B36-7 and GE C36-7 locomotives by EMD's main competitor General Electric. In 1980, the SD50 model was added to the EMD Catalog. However, the SD50's 3,500 horsepower (2,600 kW) 16-645F engine had poor electrical and mechanical reliability. It was time to develop a replacement for the venerable 645 engine which, in its earlier 16-645E form, had proved to be exceptionally reliable. EMD therefore quickly commenced development of the SD60 series, which would eliminate the weaknesses of the SD50. The lessons learned in developing the 645F crankcase and crankshaft were incorporated in the replacement, the 710G, first employed in the SD60. Although the carbody and frame are nearly indistinguishable from the earlier SD50, the SD60 featured the new 16-cylinder EMD 710G3A prime mover, AR-11 traction alternator, D-87 traction motors and a microprocessor-based control system that governed various electrical systems within the locomotive (e.g., wheel slip and transition).

The SD60 proved to be more reliable and fuel-efficient than the SD50, but it was not a resounding success in terms of regaining the market share that was lost due to the electrical and mechanical issues that plagued the earlier SD50. The goal was to equal or exceed the reliability of the earlier 645E-powered 3,000 horsepower (2,200 kW) SD40-2, which was an industry standard benchmark for reliability, in the new 710G-powered 3,800 horsepower (2,800 kW) SD60. This goal was largely achieved and the later 710G-powered 4,300 horsepower (3,200 kW) SD70M received what would be the largest single order for new locomotives, a 1,000 unit order from Union Pacific, (UP 4000 through 4999, inclusive), which was later extended by nearly 500 additional SD70M units (UP 3999 and below, and UP 5000 and above), and by nearly 1,000 additional units if UP's SD70MAC orders are included.

As an indication of its sound design, many SD60s are now being remanufactured by their owners or by subcontractors for another 30 years of trouble-free service, 250 such units by Norfolk Southern alone. As Norfolk Southern plus former Conrail SD60s total only 225 units, the remaining 25 units will be acquired on the secondary market.

Models

EMD SD60I, CSX 8747, Plymouth, Michigan
EMD SD60M (Early model), UP 2317
EMD SD60M, EFC 602
GMD SD60F, CN 5536

Several variants of the SD60 were built, including:

SD60

This was the original model, and had a conventional hood unit configuration with a cab first employed on the SD40-2.

SD60F

The SD60F was ordered and operated by Canadian National and had a full-width cowl body and four-piece windshield.

SD60I

The SD60I model has a full-width short hood and features the so-called "WhisperCab" that was isolated from sound and vibration using a system of rubber gaskets. The same cab was later used on EMD's SD70I, SD75I, SD80MAC and SD90MAC locomotives. Only Conrail ordered this model, and all now belong to the Norfolk Southern Railway and CSX Transportation.

SD60M

The SD60M features a "North American safety cab" design and has a full-width short hood. Early models featured a three-piece windscreen with vertical windows (nicknamed "triclops") but later production used two windshield panes that were sloped back, and had a somewhat shorter nose. EMD's F59PH is based on the SD60M. Purchasers of this model included the Union Pacific Railroad and the Soo Line Railroad.

SD60MAC

The SD60MAC is similar to the SD60M but is equipped with alternating current traction motors. Although four demonstrator SD60MAC units tested on the Burlington Northern Railroad proved the viability of EMD's AC traction system, all subsequent orders were for the SD70MAC locomotive.

SD60E

The SD60E is a custom rebuilt SD60 for Norfolk Southern created at the Juniata Shops. So far, only standard SD60s have entered this rebuild program, which began in 2010. It is unknown at this time[when?] if SD60Is and SD60Ms will get this rebuild. The SD60E utilizes a new NS-designed "Crescent" cab with a wide short hood. The name Crescent comes from the Norfolk Southern Crescent Corridor which runs from Louisiana to New Jersey. Norfolk Southern bought additional SD60s from HLCX (Helm Financial Corporation) specifically for the SD60E program. Norfolk Southern plans to build 240 SD60Es.[1]

Original owners

RailroadQty.Road numbersNotes
EMD SD60 orders
Burlington Northern38300-8302Demonstrators owned by EMD but painted for BN; Now with CSX
Canadian National435400-5442Originally owned by Oakway. Bought from GMTX.
Chicago & North Western558001-8055Built to SOO Line specifications; SOO was unable to take delivery due to financial conditions & the order was passed to C&NW
Conrail256843-6867After the 1999 Conrail split; 12 units went to CSX and were renumbered CSXT 8710-8721, 8790; 15 units went to NS and were renumbered NS 6702-6716
CSX Transportation108700-8709
EMDX41-4Demonstrators; EMD 1,2,4 to CR 6840-6842; EMD 3 leased to BNSF as replacement for EMD 9041 (used at DOT, Pueblo, CO)
Kansas City Southern46714-759
Norfolk Southern1516550-6700 rebuilding their SD60s to SD60Es
Oakway1009000-9099Most now owned by GMTX
Soo Line586000-6057SOO 6000-6020 returned to leaser, Capital Finance (CIT Group)
Union Pacific856000-6084Renumbered UP 2155-2239 (except UP 6014, wrecked & scrapped)
EMD SD60F orders
Canadian National645500-55635500-5503 are pre-production SD60F's, originally classified as SD50AF & built as CN 9900-9903. They look like SD50F's, but internally are SD60F's.
EMD SD60I orders
Conrail815544, 5575-5654After the 1999 Conrail split; 35 units went to CSX and were renumbered CSXT 8722-8755, 8774; 46 units went to NS and were renumbered NS 6717-6762
EMD SD60M orders
Burlington Northern1001991, 9200-9298Renumbered BNSF 9200-9299, then renumbered BNSF 8100-8199 in 2007-2008
Conrail745500-5543, 5545 - 5574After the 1999 Conrail split; 30 units went to CSX and were renumbered CSXT 8756-8773, 8775 - 8786; 44 units went to NS and were renumbered NS 6763-6806
Soo Line56058-6062
Union Pacific2816085-6365Renumbered to 2240-2520 except 6106 & 6165. 24 rebuilt into EMD SD32ECOs. UP classifies these as SD59MXs. Renumbered 9900-9923. 22 delivered; another 2 on order.
Carajás Railroad (Vale)2601-602Manufactured by Equipment Villares S. A. (EVSA) in 1991. Last locomotives manufactured by EVSA before the merger with GE Transportation in Brazil, leading to GEVISA.

See also

References

External links