EMD SD90MAC

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EMD SD90MAC
EMD SD90MAC-H.jpg
UP 8540, an SD90MAC Phase II
Type and origin
Power type Diesel-electric
Builder Electro-Motive Diesels (EMD)
Specifications
AAR wheel arr. C-C
Gauge 4 ft 8 12 in (1,435 mm)
Wheel diameter 42 in (1,067 mm)
Length 80 ft 2 in (24.43 m)
Locomotive weight 415,000 lb (188,000 kg)
Fuel capacity 5,000 US gal (19,000 l; 4,200 imp gal)
Sandbox capacity 40 cu ft (1.1 m3)
Prime mover EMD 16-710 G3B or EMD 16-265H
Engine RPM range 225-1000 rpm
Traction motors 6 Siemens 1TB2830 AC motors
Cylinders V16
Cylinder size 10.45 in × 11.80 in (265 mm × 300 mm)
Performance figures
Power output 4,300 hp (3,210 kW) or 6,000 hp (4,470 kW)
Tractive effort small engine: 185,000 lbf (822.92 kN) starting, 147,000 lbf (653.89 kN) continuous
large engine: 200,000 lbf (889.64 kN) starting, 165,000 lbf (733.96 kN) continuous

The EMD SD90MAC is a 6,000 hp (4,470 kW)[1] C-C diesel-electric hood unit locomotive produced by General Motors Electro-Motive Division. It is, with the SD80MAC, one of the largest single-engined locomotives produced by that company, surpassed only by the dual-engined DD series. The SD90MACs feature radial steering trucks with AC traction motors and an isolated safety cab which is mounted on shock absorbers to lessen vibrations in the cab. The SD90MAC, like the SD80MAC, SD70ACe, and SD70M-2, has a wide radiator section, nearly the entire width of the locomotive, which along with their size makes them easy to spot.

History[edit]

CP Rail SD9043MAC locomotive in Thunder Bay, Ontario, Canada.

The SD90AC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilize the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20 cylinder version of the existing 710G engine. However, technical problems with the 6,000 horsepower (4,500 kW) engine resulted in the first locomotives being shipped with 4,300 hp (3,210 kW) 16-cylinder 710G engines, making them similar to the SD70MACs. These locomotives were given the informal model designation SD9043MAC by railroads that purchased them with the option to re-engine them with 6,000 hp (4,470 kW) engines when they became available.[2] This upgrade program, however, was never taken advantage of by SD90MAC buyers due to reliability issues with the newer engine. Over 400 SD90MAC locomotives fitted with the 4,300 hp (3,210 kW) 710 engine were built.

In 1996, EMD entered full production on their 6,000 hp (4,470 kW), 16-cylinder H-engine, and all SD90MACs made from then on used that for its prime mover. Locomotives fitted with this engine are sometimes referred to as SD90MAC-H locomotives. Later versions of the SD90MAC-H feature a Phase II cab, with a new nose which offers higher visibility from the cab than the old nose. The SD90MAC-H did not prove popular with railroads and less than 70 were built, including EMD demonstrator units. Since the SD90MAC-H had such a large prime mover, it didn't offer the same operational flexibility as smaller units, limiting its possible customer base to only the largest railroads. Also, since the H-engine was a new design it hadn't reached the same level of reliability as EMD's previous engine. The low reliability on such a large engine was an especially bad combination since the loss of one engine in a train meant the loss of a larger percentage of pulling power than had a smaller engine failed. In the end the SD90MAC-H was only delivered to two railroads, the Union Pacific Railroad and the Canadian Pacific Railway.[2] The Canadian Pacific locomotives were part of an earlier order for 710 equipped SD90MAC locomotives that was still in production when EMD switched over to the H-engine.

EMD also tried offering a lower-power version of the SD90MAC with a 12-cylinder engine called the SD89MAC, but none were produced other than the prototype.

Specifications[edit]

Prime mover (EMD 710):

  • EMD V16 710G3B
  • Power Output - 4,300 hp or 3,210 kW
  • Idle - 200 rpm
  • Full Speed - 950 rpm

Prime mover (EMD 265):

  • EMD V16 EMD GM16V265
  • Power Output - 6,000 hp or 4,470 kW at 1000 rpm
  • Idle - 200 rpm
  • Full speed - 1000 rpm

Traction motors:

  • 6 Siemens 1TB2830 AC motors mounted 3 each on 2 HTCR-2 radial self-steering trucks.
  • Rated output - 855 hp or 638 kW
  • Gearing - 83:16
  • Wheel size - 44 in (1,118 mm)
  • Max revolutions - 3,435 rpm
  • Starting torque - 16,300 N·m or 12,022 lbf·ft
  • Continuous torque - 12,900 N·m or 9,515 lbf·ft
  • Maximum voltage - 2,183 V

Performance (parenthesis indicate H-Engine equipped specifications):

  • Maximum speed - 80 mph (130 km/h)
  • Starting tractive effort - 185,000 lbf (820 kN) (200,000 lbf (890 kN))
  • Continuous tractive effort - 147,000 lbf (650 kN) (165,000 lbf (730 kN))
  • Braking effort - 115,000 lbf (510 kN)
  • Weight - 210 short tons (188 long tons; 191 t)/420,000 lb or 190,500 kg[3]

Fleet rosters[edit]

Canadian Pacific

  • 9100-9160 (SD9043MAC): Units are now up for sale in "as is" condition. Some units have been placed into freight service to help combat a motive power shortage.[1]
  • 9300-9303 (SD90MAC-H): These were scrapped in Lachine, QC. [2]

CEFX

  • 100-139 (SD9043MAC) (Lease Fleet)

EMLX

Indiana Rail Road

  • 9001-9013, 9025 (SD9043MAC) (Long-term lease from CEFX).

Norfolk Southern

  • 7230-7329 (SD9043MAC); Purchased in September 2014 from EMD/Progress Rail. Units are ex-UP. Units will eventually be rebuilt to SD70ACe status, though in the SD9043MAC carbody.

Union Pacific:

  • 8000-8308 (SD9043MAC); to be renumbered 3470-3775 to make room for new GE ES44AC's. Most, except 8, of these have been stored. In September 2014, Norfolk Southern purchased 100 of these.
  • 8500-8561 (SD90MAC-H. Fleet Retired, some after less than 5 years of service. 8500, 8523-8561 to EMLX Lease fleet, 8501-8522 renumbered 8911-8931. Retired in late 2008-2009. Sold to Metro East Industries in Alorton, Illinois. Scrapped mid to late 2009)

Fortescue Metals Group

  • 901-904 (SD90MAC-H)
    • 901 - 265H-engine was replaced with a 710 engine Tier 1 on March/13 at FMG Thomas Yard - Port Hedland / Western Australia
    • 902 - 265H-engine was replaced with a 710 engine Tier 1 on Nov/14 at FMG Thomas Yard
    • 903 - 265H-engine was replaced with a 710 engine Tier 1 on October/14 at FMG Thomas Yard
  • 905-909 (SD9043MAC): Rebuilt from SD90MAC-H for use in Australia at the Juniata Shops[4]
    • PRLX8527 is now FMG 905
    • PRLX8530 is now FMG 906
    • PRLX8531 is now FMG 907
    • PRLX8541 is now FMG 908
    • PRLX8554 is now FMG 909
  • 910-917 (SD90MAC-PII): Rebuilt for use in Australia at Mayfield, KY shop
    • All 8 locos unloaded at Thomas Yard in December/14
    • PRLX8553 is now FMG 910
    • PRLX8548 is now FMG 911
    • PRLX8550 is now FMG 912
    • PRLX8557 is now FMG 913
    • PRLX8525 is now FMG 914
    • PRLX8538 is now FMG 915
    • PRLX8543 is now FMG 916
    • PRLX8547 is now FMG 917

Fortescue Metals Group|Reliability Performance

  • FMG has researched all the main causes for delays and faults, organizing a reliability plan that enabled the SD90 run reliably as SD70s and Dash-9s.
  • Current SD90 fleet availability is systematically above 90%.
  • RCM technique was used to identify critical areas and maintenance plans were deployed to rectify defects, as follows:
    • TCC cabling overhaul
    • Fuel hoses replacement strategy
    • DC-Link resistors replacement
    • Planned replacement of AC blower motor
    • Adjustment of the compressor software to have working pressures aligned to other locomotives in the network (@160psi)
    • Preventive replacement of brushes in the fleet, due to intense MWH/months
    • Extensive quantity of rotable spare parts are stocked on site for quick change outs. These components are all serviced in Western Australia
    • FMG also holds electronic boards and spare parts unique to the SD90 fleet at Thomas Yard

Current status[edit]

As of January 2005, the SD90MAC is no longer in production due to the Environmental Protection Agency's Tier 2 locomotive emission regulations, although EMD may be able to get the H-engine approved at some later date. However, the People's Republic of China recently announced an order for 300 JT56ACe locomotives, which also use the H-Engine as its prime mover. A portion of the locomotives will be assembled in kit form by China's own Dalian Locomotive Works. These units were reportedly capable of meeting the EPA's strict regulations and began delivery in the latter half of 2007.

Update[edit]

On August 1 2008 Union Pacific Railroad announced that it would be retiring 21 of the SD90MAC locomotives. According to sources [3] common parts will be used to maintain the railroad's 710-engined SD90MAC fleet. The 265H prime mover will be cut up or exported. The only part that is non-reusable will be the frame. These units, in the 8900 series will be removed from storage in Denver, and be sent to East St. Louis, Ill., in small batches to be dismantled.

CPR SD90MAC-H locomotives 9300-9303 (listed as SD90MAC6000s) were up for tendered sale in 2009. The bidding ended March 31, 2010. While they were originally thought to be shipped overseas, they were eventually moved to Quebec for scrapping.

CPR SD90MAC 58 locomotives remaining in the 9100-9160 series have been put up for sale as of November 2012.

See also[edit]

  • GE AC6000CW A similarly powerful locomotive built by GE that entered production soon after the SD90MAC.

References[edit]

http://www.altoonaworks.info/

  1. ^ http://web.archive.org/web/20011210220002/http://www.gmemd.com/en/locomotive/na_freight/sd90mac/index.htm
  2. ^ a b Johnston, Howard (2005). Jane's Train Recognition Guide. London: Collins. pp. 440–441. ISBN 0-06-081895-6. 
  3. ^ http://www.sze.hu/~szenasy/VILLVONT/Diesel-Electric_Loco_SD90MAC_EN.pdf
  4. ^ a b Clark, Peter (2012). An Australian Locomotive Guide. Rosenberg Publishing. p. 220. ISBN 9781921719554.