SD60 - MagnumMacKivler/RLCPT2 GitHub Wiki
A Union Pacific SD60 sits, standing by in Stafford, TX in 2006. Photo credit Robert Pierce
The SD60 series line was the new 1980s six axle offering (four axle being the GP60) from EMD, giving a new refresh from the problematic SD50. Unlike the SD50, the SD60 series offered a brand new EMD 710 series engine, capable of more 200-300 horsepower with the normal, more reliable 900 RPM (The SD50 had 954 RPM, which was the undoing of the series.) The SD60 also featured the premier of optional high capacity, extended dynamic brakes by 200 amps, and increased how effectively the train could slow close to a stop.
While the standard cab SD60 locomotive was not that much different from the SD50 locomotive before it (sans a few hood doors being placed differently), the Canadian cab design (first tested in the U.S. on the DDA40X) soon came as a new standard offering on the 60 series, and was marketed as the SD60M (for modified). These new "wide cab" locomotives came in either three window (sometimes called "tri-clopses" by railfans) or two window configurations.
A Soo Line SD60M that features the "tri-clops" (three window) wide cab. Photo credit Nate Beal
Conrail later requested wide cab locomotives that would have the cab independently suspended in isolation from the rest of the body for better crew ride comfort; these locomotives were later designated the SD60I (for isolated) model series, and can be spotted by a visible separation between the nose and cabin from normal SD60Ms
A Conrail SD60I locomotive, configured with an isolated wide cab and a two window windshield, sit in Nitro, West Virginia on May 13th, 1995. Photo credit Conrail Historical Society
One final variant of the SD60 came in 1985 from a request by Canadian National. Following the cowled SD50F, CN created the SD60F locomotive with the new 710 prime mover. Mechanically identical to the SD60 and SD60M, the SD60F had a cowl-style body to keep crews from having to deal with harsh, icy Canadian winters.
CN 5528 (formerly 9903) pulls a train with an Illinois Central SD70 through New Brighton, MN in 2009. Photo credit Alec Holmes
Total production of the SD60 series ran from 1984-1995, with 1990 on experiencing a switch to only the widecab offerings. 505 spartan cab straight SD60s were produced, along with 463 SD60Ms (2 exports built in Brazil), 80 SD60Is, and 64 SD60Fs.
PT-Specific Information
| General Info | - |
|---|---|
| Prime Mover | EMD 16-710G3A |
| Horsepower | 3800 |
| Truck Type | EMD HTC (1) |
| Axles | 6 |
| Traction Motors | 6 |
| Minimum Weight | 368,000 lbs |
| Maximum Weight | 420,000 lbs ⚠ |
| Model Base Speed | 70 MPH (1) |
| Top Speed | 70, 76, 82, 88 (1) |
| Electrical System | - |
|---|---|
| Generator Max Current | 9900 Amps |
| Max Traction Motor (TM) Current | 1650 Amps |
| Max Continuous TM Current | 1205 Amps |
| Traction Motor Type | DC |
| Factor of Adhesion | 27% |
| Transition Mode | Automatic, no Selector |
| Transition Groups | 1 |
| Transition Shunts | 1 |
| Generator Transition | Yes |
| Traction Control | APR + Sand |
| Dynamic Braking (DB) Mode (if used) | Mechanical Blowers |
| DB Max Current | 760 Amps (2) |
| DB Max Continuous Current | 760 Amps (2) |
| Blended Braking | No |
| Miscellaneous | - |
|---|---|
| Head-End Power (HEP) | No |
| HEP Power Consumption | N/A |
| HEP Standby/Run Mode | N/A |
| Load Ramp Speed | 2 Amps/Tick |
| TM Overload Protection | No |
| Starter Mode | Manual Primer, Manual Start |
| Air Brake Schedule | 26-L |
| Compressor CFM | 254 (Gardner Denver WBO @ 900RPM) |
| Main Reservoir Volume | 35 Cubic Feet |
Notes
⚠: Not Verified or Educated Guess
(1): The base EMD HTC came standard with 40in wheels; 42in wheels are rated for 74 MPH base; 74, 80, 86, and 92 maximum
(2): Some SD60s had high capacity dynamic brake grids (like CNW), which were rated for 945 amps continous and 1000 amps max