Conrail took major strides in becoming the industry leader through the
purchase of 30 SD80MAC's, numbered 4100- 4129. To some in the railroad
industry, the purchase is compared to the transition from steam to diesel
powered locomotives. The new units not only provided Conrail with the highest
available freight horsepower in North America for a time, but also introduced
a new look for Big Blue. The most remarkable spotting feature of the new
units will be the "White Smile" paint scheme. The idea behind the new scheme
was not to liven the old blue scheme, but to serve a purpose! The "White
Smile" was designed to make recognition of the new AC fleet quite easy
for shop and maintenance personnel. The 'AC~Radial' logo below the cab
number probably doesn't hurt either. The SD80MAC utilizes some of the most
advanced technological breakthroughs in the railroad industry to put Conrail
in a better position to make a run at the 21st Century. The 5000 horsepower
2 stroke 20 cylinder engine is the largest prime mover available in the
railroad industry. Coupled with an air conditioned Whisper Cab TM,
Integrated Cab Electronics, desk top controls, and the HTCR radial trucks,
these units are the Cadillacs of the fleet.
AC TECHNOLOGY vs. DC
The most important advance of the SD80 is the AC traction motors. AC or
alternating current motors have been around for many years, but were never
able to match the starting torque of the DC or direct current traction
motors. DC motors not only provided high starting torque, but brought many
limitations. DC traction motors are equipped with commutators and carbon
brushes which are subjected to very high current loads or Amps. A DC motor
that would have high current loads while not in motion or while moving
slowly, would receive major damage or burn-out if a high current would
be applied for too long a period of time. At low speeds, the high amperage
damage would occur within minutes. AC traction is favorable in that the
motors are not equipped with the commutators and brushes, eliminating the
limitations of the low speed high throttle position. The SD80MAC utilizes
alternating current (AC) power that is derived from direct current (DC)
power and the engine. The diesel engine drives the alternator and creates
direct current power. The DC output or DC Link travels to inverters on
the unit which convert the power back to AC, which is utilized to power
the traction motors. The DC and AC sides of the circuit are decoupled by
the inverter, meaning that both DC and AC components receive power supplied
from opposite sides of the inverter. AC motors allow the SD80MAC's to have
more pulling power, eliminates stall burns in the traction motors, and
have very low maintenance requirements. DC traction motors require high
current levels or amps, to produce high power. Heavy conductors and traction
motor leads must be used to carry this high current and the high current
levels produce a great deal of heat, further limiting the DC traction motor.
The SD80MAC's traction motor relies on voltage and frequency to produce
power more than current. This feature also eliminates the ammeter from
the cab, replaced by a Tractive Effort Display. The AC motor will not allow
dramatic wheel slip. The motor speed is controlled by the design of the
motor and the frequency of the input voltage. Since the frequency is closely
controlled by onboard computer systems, motors cannot run away as they
would on a DC locomotive. All of the rest of Conrail's locomotives utilize
DC power derived by the diesel engine, to power DC traction motors. The
AC traction system, coupled with a very aggressive computer controlled
wheel creep system, allow the 80MAC to achieve much higher adhesion levels
than any other Conrail locomotive. The SD80MAC is now capable of 45% adhesion,
versus the 27% achieved by the SD60 series. The SD80MAC is then capable
of providing 185,000 pounds of starting tractive effort and because of
the AC traction system design, longer periods of high throttle. Initial
loading on the MAC's is slower than that of the DC counterparts, and locomotive
roll back is possible. With DC units, the normal starting procedure would
be to release the independent brake, then throttle up to move. The 80MAC's
require the throttle to be advanced before releasing the independent brake.
Starts on heavy grades require the throttle to be turned up and additional
1 or 2 notches from the DC counterparts. Sound and feel of the SD80MAC
is very different from DC units. The aggressiveness of the wheel creep
system may feel like the locomotive is experiencing run away wheel slip.
Under normal DC conditions, the throttle would be increased, however on
the MAC's, the throttle remains untouched unless a special 'wheel slip'
light illuminates to the engineer. This will allow the unit to provide
a very high adhesion and tractive effort at very low speeds.
CONRAIL 80MAC FEATURES
WHISPER CAB TM
Conrail was the industry leader when the first production isolated cab
was fitted on SD60I 5544 in 1994, and delivered as the last unit in the
5500-5544 order. The unit, as well as the SD80MAC's utilize the Whisper
Cab TM to enhance crew safety and comfort. The SD60M and GE
C40-8W classes made the first strides toward crew safety and comfort with
more comfortable seating, desktop controls and reduced noise. Even with
the regular wide cab units, the engine and the cab are mounted on the locomotive
underframe, causing continued vibrations and moderate noise in the cab.
Through the cooperative effort of EMD and Conrail, the Whisper Cab TM
was born. The design of regular wide cabs, has the cab bolted to the underframe.
With the Whisper Cab TM, the entire passenger compartment and
about one foot of the hood ride on rubber pads or isolators. The rubber
pads are mounted on shock absorbers, which allow the cab some freedom from
the underframe and highly reduce both rough ride and noise in the isolated
or "I" cabs. Rubber insulated slip joints are utilized at the front and
rear of the cab to allow the movement on the shock absorbers. The cab noise
speaks for itself as the 80MAC under load in throttle position 8 will provide
the same noise and vibration level as a non-isolated cab at idle speed!
INTEGRATED CAB ELECTRONICS (ICE)
Demand in locomotive and train control devices have increased in the cab
of the locomotives, necessitating the need to integrate systems. EMD and
Rockwell teamed up to produce the Integrated Cab Electronics or ICE. ICE
is a computer system that consolidates the functions of the speedometer,
crew alerter system, end-of-train telemetry, and a multitude of other systems.
Many of the SD60M's, and SD60I's already are equipped with ICE. The current
ICE equipped units are sport Conrail Specific screens, meaning that the
displays were designed to accommodate Conrail specifically. The SD80MAC
uses the standard or universal MR screen format. This differs from the
Conrail screen, providing a less cluttered appearance. The AAR screen differs
from the Conrail screen in the following:
Cab signals are not displayed on the AAR screen but are on the older ICE
systems
Load meters are replaced by Tractive Effort Meters in the 80MAC's
Both throttle position and tractive effort are displayed in the upper right
portion of the screen
Air brake information is available in the upper left of the screen
The ICE system also incorporates Distributed Power, similar to the Locotrol
system, allowing SD80MAC's to be placed in unmanned mid- train or rear-end
helper service. The distributed power would allow the units to be placed
within a train and controlled remotely via radio transmission from the
lead unit. The operation and performance of all units on-line would be
displayed on the ICE screen of the lead unit. The electronic air brake
equipment or EPIC is also now integrated into the ICE system.
Major Dimension Comparisons
Locomotives->
SD80MAC
SD60/M&I
SD50
Clearances
Length over coupler pulling faces
80'2"
71'2"
71'2"
Width over hand rail support faces
10'3 1/8"
10'3 1/8"
10'3 1/8"
Height, rail to top of cooling fan guards
16'1"
15'1 1/8"
15'1 1/8"
Curve Negotiation (F-Type Coupler)
Single Unit
27.4 Degree
29 Degree
29 Degree
Two Identical Units
21.2 Degree
24 Degree
24 Degree
Unit coupled to a 50' Box Car
15 Degree"
16 Degree
16 Degree
Gear Ratio
83:16
70:17
70:17
Capacities
Fuel
5800 Gallons
4400 Gallons
4400 Gallons
Lube Oil
510 Gallons
436 Gallons
395 Gallons
Cooling Water
342 Gallons
276 Gallons
276 Gallons
Sand
40 Cubic Feet
56 Cubic Feet
56 Cubic Feet
Air Compressor
Water Cooled
4 Cylinder
Motor Driven
Water Cooled
3 Cylinder
Shaft Driven
Water Cooled
3 Cylinder
Shaft Driven
Pulling Power
Horsepower
5000
3800
3500/3600
Kilowatt Output
3500
2862
2611
Tractive Effort
Starting
185,000 lb.
100,000 lb.
Tractive Effort
Continuous
147,000 lb.
HTC-RADIAL TRUCKS (HTCR)
Some will remember Conrail's test stint with the SD70M's and the EMD radial
trucks on the Ellsworth Branch in Western Pennsylvania. The tests and data
from the MR Test Center must have impressed Conrail enough to order all
of the 80MAC's with the 6 axle radial trucks. The former HTC trucks on
other 6 axle EMD units are rigid and cannot conform to rail curves. The
flanges of the HTC bite into the gauge face of the rail, and wear metal
from both the rail and wheel surfaces. The HTCR truck reduces the angle
of attack, and literally steers through curves, keeping wheels parallel
to the curvature of the rails. Tests by the Association of American Railroads
show that curve performance of the HTCR truck is far superior to even two-axle
trucks. Locomotive related rail wear in curves may be reduced by up to
66% with the HTCR vs. HTC truck. Conrail has also ordered the largest wheels
available, in 45 inches! Former wheel sets were 40 inches, including the
radial truck equipped Burlington Northern SD70MAC's. The larger wheels
and the overall truck design improves weight distribution to the axles
and allow better steering in curves, thus maximizing adhesion. Additionally,
a flange lubricant system is housed within the trucks and is designed to
reduce curve resistance, wheel flange wear, and rail wear. This series
of truck, combined with the AC traction motors will create at least a 35%
adhesion, a 10% jump from the DC HTC truck units. Cost savings will also
become evident, as the current HTC trucks require overhaul at 500,000 miles,
but the HTCR is designed to go 1 million miles between overhaul. The new
HTCR trucks should:
Reduce operating and life-cycle costs
Improve locomotive adhesion and performance
Eliminate many conventional truck components
Extend locomotive components and save track wear
Improve ride quality
ELECTRIC PARKING BRAKE
Don't look for an external brake wheel anywhere on the Conrail SD80MAC's.
The industry standard to date has been to place a brake wheel either on
the firemen side short hood (non-wide cab units) or on the engineer side
rear of the long hood. The SD80MAC is the introduction of EMD's new electrically
applied/released parking brake. The device replaces the traditional hand
brake mechanism in its entirety. The new device is activated from the cab's
Engine Control Panel. A push-button activates a motor that drives a screw
jack brake rigging on the conductor's side of the locomotive for the second
and third axle. A meter on the panel indicates whether the brake is applied,
released, or inactive. A back-up exists in the case of electronic failure,
and requires hand cranking the screw jack from the conductor's side of
the unit.
ULTRA CAB II
The Harmon Ultra Cab II is similar to the Ultra Cab 1, in that it is a
highly advanced microprocessor based Cab Signal and Train Control system.
That is about where the similarities between UC I and UC II end. Under
the ICE system, the LSL and Cab Signal test are integrated into one display.
The Ultra Cab performs a combined LSL and Cab Signal self- test if the
unit is in the "Non-Cab or Cab modes". A Cab Signal self-test will be initiated
if me UC is in the "CS only mode". Harmon has integrated an internal speed
generator into the UC II system, making testing for overspeed and overspeed
penalty possible. This will speed shop testing this system, as no external
speed source is necessary to verify the operation of the Ultra Cab. The
new system is a modular system designed for high reliability and quick
replacement, as well as the possibility for upgrade requirements. The system
would allow the addition of multi-territory capabilities and advanced train
control (ATC).
ELECTRONIC FUEL INJECTION (EFI)
The electronic fuel injection or EFI is what makes these 20 cylinder monsters
feasible for service into the 21st Century. The throttle commands are sent
via the ICE to the EM2000 (the EMD computer system that controls the entire
unit), where the signal is read and then sent to the interface board in
the AC electronic cabinet. The electronic control module or ECM gets involved
here and inputs the request from throttle to the engine sensors. The engine
sensors measure multiple functions, such as fuel temperature, air pressure,
and other features detrimental to providing the best fuel efficiency. The
ECM takes those readings and energizes the EFI at the most appropriate
time to receive the most efficient and cleanest burn possible. The mechanical
energy needed to atomize the fuel is still generated by the cam shaft,
however the timing and duration of the fuel injection are now electronically
controlled.
POWER PLANT
Conrail's SD80MAC's were the most powerful engines in revenue freight service
in North America until the production of true SD90MAC-H's and AC6000CW's.
The 80MAC's utilize a prime mover size that will be a "blast from the past"
for some, 20 cylinders! Many will remember that the SD45 and SD45-2 series
utilized a 20 cylinder power plant to generate 3600 horsepower. The SD45
and 45-2 had one disadvantage with the 20 cylinders which was their fuel
efficiency. For that very reason, the SD45 fell into disfavor on Conrail
and all were retired or sold and removed from the roster by 1989. Part
of the SD45-2 fleet remains in service on Conrail, while some units are
on lease and others have been sold. The remaining SD45-2's are shy
of the 3600 horsepower that was once generated by 20 cylinders. The SD45-2's
have received upgrades through the Juniata back shop, dropping the 20 cylinder
power plant, replaced with 16 cylinders that are capable of generating
3000 horsepower. The SD45-2 was well liked by Conrail, as the Erie Lackawanna
had ordered the units with 5000 gallon fuel tanks, making the units ideal
for helper service over the Allegheny Mountains. The SD80MAC's utilize
20 cylinders, however are equipped with earlier mentioned electronic fuel
injection (EFI) making them ideal for all types of service. The SD80MAC
has a newly designed power plant, the 20- 710-G3B-ES. A break-down on the
prime mover type: '20' is for the number of cylinders; '710' is the displacement
of each cylinder measured in cubic inches; 'G' is the design of the crankcase;
'3' is the designation for a turbocharged locomotive application; 'B' denotes
improved fuel economy; 'E' for EFI; 'S' for split cooling. The new EMD
20 cylinder also utilizes a larger turbocharger, as the engine's oxygen
requirements are higher than previous models. For comparison sake, Conrail's
other 3rd generation EMD's, the SD50, SD60, SD60M, and SD60I, all use EMD's
16 cylinder prime movers. The SD50 uses a 16-645-F3B, which produces 3500
or 3600 horsepower. The SD60 series utilize a 16-710-G3 series, which generate
3800 horsepower.
COOLING SYSTEM
Similar to recent General Electric locomotives, the SD80MAC uses a split
cooling system with the engine coolant moved by two separate pumps. This
differs from previous EMD's in that the coolant pumps are different sizes
from each other. The two cooling circuits are normally independent of each
other and supply cooling for (1) the power assembly and lube oil cooling;
and (2) the air compressor and tubocharger intercoolers. These independent
circuits usually use their own segment of the main radiators. Engine cooling
takes precedence over combustion air cooling on the SD80MAC. The linking
valve connects the two systems in the event of an imminent engine overheat
condition. Due to the increased size of the radiators, the radiator hatch
was designed in a "V-shape". The increased radiator size and split cooling
give the SD80MAC the GE like flared radiator sections near the end of the
long hood. The temperature control is regulated by the EM2000 computer,
by governing air flow through the radiators with the use of shutters and
fans. The temperature sensor communicates with the EM2000 and maintains
engine coolant temperature at 160 to 170 degrees Fahrenheit in Throttle
position 1 and idle and 175 to 185 degrees Fahrenheit in Throttle position
2 through 8. Engine performance is increased due to the new air system.
The temperature of the incoming combustion air has a big effect on engine
performance. On the SD80MAC the inlet air temperature is reduced, increasing
engine performance through combustion or the charge air cooling system
and four pass aftercoolers that recycle the water through the cooler before
it's discharged to provide higher cooling capacity.
OTHER CONRAIL FEATURES
Not that important in the EMD guide but a noise reduction feature was the
relocation of the dynamic brakes to the rear of the unit. The 52" dynamic
brake fan resides behind the split cooling radiators (flared section) and
the trio of 48" cooling fans. The nose features the engineer side entry
door, similar to the SD60I's but opposite the SD60M's. Above the cab mounted
headlights and number boards are also Conrail specified options. The FRA
mandated ditch lights are applied below the front anti- climber and on
the front only. Horns are standard Leslie RSL-3L-R, placed just ahead of
the flared radiators, centered on the long hood. The rear sand box is placed
exteriorly on the rear-end porch. The cab roof is cluttered with 4 antennae,
one large Sinclair antenna, and three small Sinclair antennae that provide
radio communication, telemetry transmission and reception, as well as the
distributed power transmission/reception.
OPERATIONS
Conrail had generated an actual test plan that was never fully utilized,
assigning multiple pairs of units to various aspects of service to find
out which the units are best suited. The assignment summary was to be as
follows; the Intermodal network receives 6 units, for service on TV9/TV14,
TV1/Mail 8M, and TV3/Mail 44; the CORE Network receives 7 pairs for ELSE/SEEL,
ELPI B/PIEL, ELIN/INEL, INSE/SEIN, COPI/PICO, PICC/CCPI, and PICA/CAPI;
the Unit Train Operations receive 4 pairs, to be operated on UWZ, UNS,
ULK A, and ULK C pools. The assignments were variable and the units often
strayed from these assignments at the request of Philadelphia.
Conrail had sent the 4100 and 4101 to Conway for the training
of road foremen and other important Conrail employees. The 4102 and 4104
kicked-off service, breaking-in on PIAT/ATPI for three round trips. Upon
completion of the mandated break-in, 4102 and 4104 were placed in unit
train/mineral service, hauling coal loads from West Brownsville to Enola.
The second trip even saw the pair operating all the way through to the
York Haven PP&L power plant. Initial plans called for the West Brownsville-Enola
pair to operate on ULK-A & C unit trains, however the pair had settled
in on hauling coal for PP&L on the UFM/UFY series. On the fourth trip
over the Alleghenies, 4102 and 4104 were given the honors of powering UFY-950,
and 12,600 tons without the use of helpers. This was to be a test not looked
highly upon by those involved. On the West Slope, approaching Lilly, PA,
the pair gave it their best shot but were outdone by the 1 +% grade. HLP-21G
was summoned from Altoona, and with a pair of SD40-2's, helped the UFY
over the hill. Upon arrival at Enola that evening, both units were shopped
and then placed in school and instruction service at Enola, PA. 4100 and
4101 were operated to Conway for training on a light engine move. Their
first 'real' assignment was to haul PIAT-7 from Conway to Altoona on February
17. A quick return to Conway on ATPI-7, turned the power for PIMO-8 out
of Conway, another train not shown on the initial test plan. After the
4100 and 4101 arrived Morrisville, PA in the wee hours of February 19,
they were operated on a light engine move, ENS-101-19 to Oak Island. At
Oak Island, the units were looked over by personnel and foremen, before
being broken up and placed in TV-11/12 service (ed. -another pair of trains
not listed in the test distribution plan). To date, the 4100 and 4101 have
been handling the TV-11 and TV-12 trains as single units, occasionally
passing in the night. 4105 and 4108 were released on Friday February 16
and operated in test helper service out of Cresson, PA. The pair began
their ATPI/PIAT break-in runs on the ATPI-8X on Sunday February 18. The
pair had continued in break-in service, with a glitch causing both units
to be returned to Altoona for further work. After being released again
from Altoona, both units returned to ATPI/PIAT service until March 1, when
the worked east to Harrisburg on train PIBA-1X. The power was quickly turned
and shipped further east on train HBAL-1B. After arriving at Allentown,
the set made another quick turn, for train ALSE-3X. This move was to get
the 4105 and 4108 to Selkirk for training and instruction. The 4106 was
also released, and almost immediately placed into TV-11/TV-12 service,
as the 4100 and 4101 began experiencing fuel injector problems. 4100 was
pulled from service briefly, at Elkhart, where the injector problems were
remedied. 4107 and 4103 also have been released and have been performing
their obligatory PIAT/ATPI break-in runs. 4109,4110,4111, and 4112 have
all been delivered to Altoona in their undecorated states, where Juniata
will apply the "White Smiley" paint. 4103 and 4107 had been in test helper
service between Altoona and Cresson, and were expected to be returned to
the PIAT/ATPI service shortly. By late-March, the remainder of the units
on-hand at Altoona should be in service. The remainder of this batch of
28 units should also be delivered before Spring.
Proposed Test Distribution Plan
Trains Assigned
Between (Cities)
INTERMODAL ASSIGNMENTS (6 Units)
TV14 / TV9
Chicago, IL
Boston, MA
Mail 8M / TV1
Chicago, IL
Morrisville, PA
Mail 44 / TV3
E. St. Louis, IL
Kearny, NJ
UNIT TRAIN ASSIGNMENTS (8 Units)
UWZ
Fola, WV
Ashtabula, OH
UNS
West Brownsville
Somerset, NY
ULK-A / ULK-C
West Brownsville
Baltimore, MD
CORE NETWORK ASSIGNMENTS (14 Units)
ELSE / SEEL
Elkhart, IN
Selkirk, NY
ELPI-B / PIEL
Elkhart, IN
Pittsburgh, PA
ELIN / INEL
Elkhart, IN
Indianpolis, IN
INSE / SEIN
Indianpolis, IN
Selkirk, NY
COPI / PICO
Columbus, OH
Pittsburgh, PA
PICA / CAPI
Pittsburgh, PA
Camden, NJ
PICC / CCPI
Pittsburgh, PA
Oak Island, NJ
As more and more of the Big Macs arrived, Conrail strayed from their
original plan. Certain trains, such as TV-11/12 and PICC were powered by
SD80's quite often, while others like PICA were not. As the summer of 1996
began, most of the 4100's found their way to assignments on the Boston
Line, replacing the venerable Dash 7's. A handful of SD80's remained on
the Pittsburgh and Philadelphia divisions to handle coal and ore trains.
On September 15, 1996, train ZWW-848 departed Philadelphia-Greenwich with
three Locotrol-equipped C40-8W's on the point, and three more mid-train.
This monsterous loaded ore train had 160 cars! This was the first
of several Greenwich ore trains to have mid-train helpers, at least two
of which were powered by four SD80MAC's pulling 200 cars! Throughout the
summer, the 80MAC's could have been found in the Conway-Elkhart-Avon-Conway
triangle, running on trains like PIEL and INPI. The MAC's have since found
their way back to the central part of the system, and usually run on priority
general freights or heavy coal drags.
CONRAIL AND THE FUTURE
Conrail was very pleased with the SD80MAC's, so much so that they purchased
the only other SD80MAC's available, the General Motors Locomotive Group
(GMLG) Demonstrators, 8000 and 8001. These units were cycled through
Altoona, and emerged as Conrail 4128 and 4129. A large number of
the SD80's continue to soldier-on over the Boston Line, where they will
likely end their days for Conrail and begin a new life with CSX.
Conrail had also placed a 1997 order for 30 more SD80MAC's (numbered 4130-4159),
but those plans were squashed when CSX and Norfolk Southern fought for
control of Conrail. With the acquisition of all of Conrail's stock,
both roads technically owned Conrail and began making some decisions.
It was decided that instead of getting more SD80MAC's, the 30-unit order
would be split between NS and CSX. CSX was not conviced that the
5000 H.P. SD80MAC was what they needed. Apparently pleased with their
recent acquisition of SD70MAC's, CSX opted to change their half of the
order to SD70MAC's. These units will be constructed at Altoona, and
emerge as Conrail 4130-4144, only to be renumbered and taken over by CSX
upon completion of the acquisition. Norfolk Southern has not subscribed
to the whole AC-technology program, and opted for standard (spartan cab)
SD70's. These units will also be constructed at Altoona, but may
emerge as NS-painted units. Initial plans had called for the units
to emerge in full Conrail paint and numbered behind the highest SD60I's.
Those plans recently changed, with the order now receiving road numbers
2557-2580, following NS's last order of SD70's. With NS not subscribing
to AC-technology, SD80MAC's 4100-4129 will go to CSX after the acquisition.
Special thanks to J. Alex Lang for updating the operations of the
SD80MAC.
