| EMD SD90MAC | |
|---|---|
| UP 8540, an SD90MAC Phase II | |
| Power type | Diesel-electric |
| Builder | Electro-Motive Diesels (EMD) |
| AAR wheel arr. | C-C |
| Gauge | 4 ft 8 1⁄2 in (1,435 mm) |
| Wheel diameter | 42 in (1.1 m) |
| 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 | Six GM 1TB2630 |
| Cylinders | 16 |
| Cylinder size | 10.45 × 11.80 in (265 × 300 mm) |
| 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.
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The SD90MAC 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 motors, making them similar to the SD70MACs. These locomotives were given the model designation SD9043MAC and railroads were given 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 SD9043MAC locomotives 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 SD9043MAC 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.
Prime mover (EMD 710):
Prime mover (EMD H Engine):
Traction motors:
Performance (parenthesis indicate H-Engine equipped specifications):
EMLX
CEFX
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.
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 SD9043MAC 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.
Since January 2009, CPR SD90MAC-H locomotives 9300-9303 (listed as SD90MAC6000s) have been up for tender. The bidding ended March 31, 2010. They are currently warehoused in Winnipeg, Manitoba. As of the end of bidding they have been sold overseas and are being shipped via Port of Montreal.
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