Observations of SD90/43ac

By Marcel Derrick

For suggestion or comments contactMarcel Derrick via E-Mail

Before I begin with this month's edition of my feature, I felt you might find the following item noteworthy: The observations column which was featured in the last issue is slated to be featured in an upcoming edition of INFO magazine (who knows: by the time you have read this edition of our famous publication, you may have already seen it).

I would like to extend my appreciation to the many wonderful folks, the interview parties along with the INFO staff, for making this come together in the way it did (I certainly didn't expect this honor. So now that the "boogie shake" is on the verge of becoming a system wide term, I'll need to tell the gentleman who gave it to me in that interview that maybe he should have it assigned a patent number).

My opportunity to operate an SD90/43AC locomotive as a lead unit occurred on November, 9, 1996. The train symbol was the CCDCL-06 (Cordero Mine to Coleto Creek, Texas), a train which is interchanged to the former Southern Pacific in Fort Worth at Tower 55. This was a conventional format of train, transporting 115-0-15071 tons; including the power consist, the length was 6439 feet.

The locomotive consist was an exclusive AC Traction units; however, the lead unit, SD90/43AC No. 8012, was the only one. The other units represented one of each of the other types of AC Traction models currently in operation on the UP; both are manufactured by General Electric, and they were C44/60AC unit No. 7038, and non convertible C44AC unit No. CNW 8807.

So being armed with the experiences of other engineers, along with being a railroad buff who had seen a photo of the three models in a lashup, but never expected this would happen, here are my thoughts from both the train operations standpoint, along with the features on board the SD90/43AC locomotive.

Train Handling

1. From the overall trip: I have handled many a conventional three unit loaded coal train, but to this point, I cannot recall having ever had such a nice handling train. Even with as much as I have written about and been aboard trains with AC locomotives, this was my first one of this format with exclusive AC units. This train on a number of occasions did things which the DC models could not have done as well, or if at all. It is my opinion that regardless of whether it is a conventional or a Distributed Power format, all coal trains should be operated whenever possible with all AC Traction consists. I am looking forward to my next opportunity to work aboard such a train.
2. Even when operating at track speeds above 33 MPH, the dynamic brakes demonstrated how stout they are for this type of a consist. In a number of places where you might have to go to near maximum position to control the speed, this train didn't require going beyond handle position No. 5 at those identical locations (the one which comes to mind is running from Burg to Stringtown).
3. At locations where you can start off a train via gradual changeover from independent brake to dynamic brake: because the dynamic brakes on these units can still produce full effort down to nearly a full stop, this process with all AC units needs to be done with the handle in lower positions.
4. It is definite that the SD90/43AC units don't "boogie shake" to nearly the extent as do the GE AC locomotives.
5. I got to witness the operation of the "turbo boost" feature; this is the program in which whenever you advance the throttle to positions 6 or 7, it activates a computer program which gradually increases the RPM of the engine to the equivalent of No. 8 throttle (this does not have an effect on the load output for the two throttle positions). This feature is there in order to kick the turbo off the gear train and running solely from the engine exhaust. After 60 seconds, if you're still operating in throttle positions 6 or 7, the RPM will return to the throttle setting. Should you go from No. 6 to a lower position, then return to No. 6, the "turbo boost" program will be activated again.

Locomotive Features
The isolated cab is great; it provides a more quiet atmosphere to work in along with assisting in giving the operating crew a smoother ride. I also found the tilted controller arrangement to be comfortable.
For those who get off into specifics, the controls are 10 degrees closer to you. At night, the cab lighting is terrific; its use on the reflectorized strip at the edge of the raised surface turned out great. Because I have been on a number of the GE AC Traction locomotives, I was in the habit of looking at both integrated displays, so I had to make this transition.
There have been in the past a number of reports regarding rough rides out of these locomotives; during my trip, with one exception, neither I or the conductor (who for this piece, will wear the pseudonym of anonymous), noted any of this activity. As it was hot the day of this trip, the air conditioner came in handy.
Even though we were on-duty for 12 hours, the comfort of the cab along with the general train handling made this an eventful trip. Perhaps I will get the luxury soon of running an SD90/43AC locomotive leader again. To my conductor: thank you for allowing a fascinated engineer to try a few things with this train. Two man crews are indeed a team effort, and this gentleman has been to many, myself included, one of the finest.

A Look Ahead
In the third and final part of this series, you will get to read about the crew observations from those who operated the empty coal trains back north with the SD90/43AC trios, along with how as lead units, they have performed in mixed tandems with DC locomotives.
Thank you for reading.

Marcel is a Fort Worth based Locomotive Engineer. 1-97