EMD "SD60" Locomotives: Data Sheet, Specs, Roster

Last revised: December 18, 2024

Debuting in the mid-1980s, the SD60 represented EMD's concerted effort to rectify the shortcomings of the SD50, which had been plagued by reliability issues and lackluster sales. While the SD60 bore a striking external resemblance to its predecessor, it boasted significant internal improvements, including an upgraded prime mover and modernized equipment.

Although the initial model achieved only modest sales figures, its various iterations proved far more successful, ultimately surpassing 1,000 units produced by the time production ceased in the mid-1990s. This resurgence proved pivotal for EMD, enabling the company to maintain its competitive edge against rival General Electric and, arguably, avert a near-total market share collapse.

The SD60's success paved the way for its successor, the SD70 series. While this new model did not fully restore EMD's dominance in the industry, it nonetheless proved to be a successful design, selling over 2,000 units and further solidifying EMD's position as a major player in the locomotive market.

Photos

Seen here is Electro-Motive demonstrator EMD-1 in the summer of 1984. This unit became Conrail 6840. Mike Bledsoe photo. American-Rails.com collection.

Background

By the 1980s, La Grange's reputation for building dependable locomotives began to falter, and the SD50 played a significant role in this shift.

EMD, in a bold move, attempted to extract the same horsepower from its 16-cylinder, 645 engine as it did from the larger 20-cylinder, 645E3 power plant found in the SD45.

This ambitious approach, however, raised concerns within the industry. The SD50, as some feared, did encounter mechanical issues, a consequence of pushing the smaller engine to its absolute limits. Despite these challenges, the model managed to achieve a respectable sales figure of over 400 units during its abbreviated production run.

The SD60, which entered production in the spring of 1984, represented EMD's strategic response to the challenges posed by its predecessor.

Determined to deliver a more robust and reliable locomotive, EMD equipped the SD60 with its latest technological advancement: the 16-cylinder model 710G prime mover. This powerful engine boasted an impressive 3,800 horsepower, firmly positioning the SD60 as a heavy-haul and drag service powerhouse.

The SD60 featured GM's innovative D87B traction motor, delivering a remarkable 98,250 pounds of starting and 100,000 pounds of continuous tractive effort.

This represented a substantial increase over not only the troubled SD50 but also the venerable SD38 and SD40 series, which typically offered tractive effort ratings in the 80,000 to 90,000-pound range.

Soo Line SD60 #6050 was photographed here by Jim Shepard at St. Paul, Minnesota on March 19, 1992. American-Rails.com collection.

Despite being a significant improvement over the SD50 in terms of reliability and ease of maintenance, the original SD60 garnered only modest sales figures, particularly when compared to the competing offerings from General Electric at the time.

A mere 537 units were purchased by eight Class I railroads—Burlington Northern, CSX, Conrail, Chicago & North Western, Kansas City Southern, Norfolk Southern, Soo Line, and Union Pacific—along with a leasing firm (an additional four units were built directly by EMD). Canadian National also acquired 64 units featuring the distinctive "cowl" carbody, designated as SD60Fs.

These underwhelming sales numbers can likely be attributed to a lingering hesitancy within the industry towards EMD products following the widely publicized issues that plagued the SD50.

Ironically, the SD60 itself proved to be a mechanically sound and relatively low-maintenance locomotive. This inherent quality, however, would be more fully realized in the model's subsequent variants, which enjoyed significantly greater commercial success.

SD60M

The most successful variant was the SD60M; the "M" designated the model featuring the then-new wide "safety" cab that would eventually become standard across the industry.

Four Class Is purchased the SD60M including the Burlington Northern, Conrail, Soo, and Union Pacific. Among these four, 460 examples were produced between 1989-1993.

Chicago & North Western SD60s led by #8002, less than a year old, and other power lay over the road's large yard and terminal in Melrose Park, Illinois on February 15, 1987. Marty Bernard photo.

SD60I and SD60MAC

EMD also built an SD60I for Conrail, which purchased 81 units. The "I" designation stood for "isolated cab", also known as a whisper cab as it was meant to greatly reduce engine noise and vibrations for the crew by literally isolating the cab from the frame of the locomotive.

It should also be noted that EMD built four SD60MAC units (the "AC" referred to the model having alternating-current traction motors) as demonstrators for a new variant of the model.

While tested on the Burlington Northern, none were built, and the first AC model EMD released and ultimately cataloged was the SD70MAC.

Data Sheet and Specifications

Entered Production	5/1984 (Demonstrator #1)
Years Produced (SD60)	5/1984 - 5/1991
Years Produced (SD60M)	1/1989 - 6/1993
Years Produced (SD60I)	4/1993 - 9/1995
Years Produced (SD60MAC)	6/1991 - 9/1992
Engine	710G
Engine Builder	GM
Horsepower	3800
RPM	904
Cylinders	16
Length	71' 2"
Height (Top Of Rail To Top Of Cab)	15' 7 ½"
Width	10' 3"
Weight	368,000 Lbs
Fuel Capacity	3500 Gallons
Air Compressor	Gardner-Denver
Air Compressor Model	WBO
Air Brake Manufacturer	Westinghouse
Air Brake Schedule	26L
Trucks	C-C
Truck Type	HT-C
Truck Wheelbase	13' 7"
Wheel Size	40"
Traction Motors	D87B (6), GM
Primary Generator	AR11, GM
Auxiliary Generator	Delco (A8102)
Alternator	GMD18
MU (Multiple-Unit)	Yes
Dynamic Brakes	Yes
Gear Ratio	77:17
Tractive Effort (Starting)	98,250 Lbs at 25%
Tractive Effort (Continuous)	100,000 Lbs at 9.8 mph
Top Speed	70 mph

Production Rosters

SD60

Total Built = 537

Owner	Road Number(s)	Serial Number(s)	Order Number	Completion Date
Electro-Motive (Demonstrators)	1-4 (1, 2, 4 became Conrail #6840-6842)	836054-1 thru 836054-4	836054	5/1984-7/1984
Norfolk Southern	6550-6553	836069-1 thru 836069-4	836069	12/1984
Norfolk Southern	6564-6603	847023-1 thru 847023-40	847023	7/1985-10/1985
Union Pacific	6000-6059	847028-1 thru 847028-60	847028	4/1986-6/1986
Norfolk Southern	6554-6563	847051-1 thru 847051-10	847051	6/1985-7/1985
Burlington Northern	8300-8302	847070-1 thru 847070-3	847070	11/1985
Norfolk Southern	6604-6628	857107-1 thru 857107-25	857107	2/1986-3/1986
Norfolk Southern	6629-6640	857124-1 thru 857124-12	857124	6/1986-8/1986
Norfolk Southern	6641-6650	857125-1 thru 857125-10	857125	8/1986
Chicago & North Western	8001-8055	867147-1 thru 867147-55	867147	8/1986-10/1986
Oakway Inc.	9000-9099	867150-1 thru 867150-100	867150	10/1986-12/1986
Soo Line	6000-6020	867164-1 thru 867164-21	867164	8/1987-11/1987
Norfolk Southern	6651-6665	877025-1 thru 877025-15	C472 (built at GMDD)	11/1988-12/1988
Norfolk Southern	6666-6675	877026-1 thru 877026-10	C472 (built at GMDD)	12/1988
Union Pacific	6060-6084	876030-1 thru 876030-25	876030	2/1988-6/1988
Conrail	6843-6867	886006-1 thru 886006-25	886006	8/1989-9/1989
Kansas City Southern	714-723	886014-1 thru 886014-10	886014	11/1989-12/1989
Soo Line	6042-6057	886019-1 thru 886019-16	C485 (built at GMDD)	10/1989-11/1989
CSX Transportation	8700-8709	886031-1 thru 886031-10	886031	10/1989-11/1989
Soo Line	6021-6041	897003-1 thru 897003-21	C479 (built at GMDD)	3/1989-4/1989
Kansas City Southern	724-735	896028-1 thru 896028-12	896028 (built at GMDD)	11/1990-12/1990
Norfolk Southern	6676-6695	897056-1 thru 897056-20	897056 (built at GMDD)	11/1990-12/1990
Norfolk Southern	6696	897057-1	897057 (built at GMDD)	12/1990
Kansas City Southern	736-759	906114-1 thru 906114-24	906114 (built at GMDD)	3/1991-4/1991
Norfolk Southern	6697-6700	907147-1 thru 907147-4	907147 (built at GMDD)	5/1991

SD60M (Built at GMDD)

Total Built = 460

Owner	Road Number(s)	Serial Number(s)	Order Number	Completion Date
Union Pacific	6085-6109	886010-1 thru 886010-25	C474	1/1989-2/1989
Union Pacific	6110-6159	886015-1 thru 886015-50	C482	4/1989-5/1989
Union Pacific	6160-6209	886023-1 thru 886023-50	C482	6/1989-7/1989
Burlington Northern	9200-9249	887033-1 thru 887033-50	C491	12/1989-3/1990
Union Pacific	6210-6215	886036-1 thru 886036-6	C482	6/1989
Soo Line	6058-6062	886055-1 thru 886055-5	C494	11/1989
Union Pacific	6216-6267	886061-1 thru 886061-52	C497	9/1990-11/1990
Burlington Northern	9250-9298, 1991	897049-1 thru 897049-50	C493	1/1991-3/1991
Union Pacific	6268	896050-1	896050	12/1990
Union Pacific	6269-6315	906100-1 thru 906100-47	906100	11/1991-4/1992
Conrail	5500-5529	916246-1 thru 916246-30	916246	12/1992-2/1993
Union Pacific	6316-6365	926302-1 thru 926302-50	926302	8/1992-10/1992
Conrail	5530-5543	926330-1 thru 926330-14	926330	3/1993
Conrail	5545-5574	936400-1 thru 936400-30	936400	4/1993-6/1993

SD60I (Built at GMDD)

Total Built = 81

Owner	Road Number(s)	Serial Number(s)	Completion Date
Conrail	5544	926331-1	4/1993
Conrail	5575-5614	946506-1 thru 946506-40	12/1994-4/1995
Conrail	5615-5654	946530-1 thru 946530-40	3/1995-9/1995

SD60MAC

Total Built = 4

Owner	Road Numbers	Serial Numbers	Completion Date
Burlington Northern	9500-9501	896011-1 thru 896011-2	6/1991
Burlington Northern	9502-9503 (built by GMDD)	906127-1 thru 906127-2	6/1992, 9/1992

General Motors Diesel Division (GMDD)

Total Built = 64

Owner	Road Numbers	Serial Numbers	Completion Date
Canadian National	9900-9903	A4468-A4471	C448	8/1985-10/1985
Canadian National	5504-5523	A4709-A4728	C480	2/1989-3/1989
Canadian National	5524-5563	A4761-A4800	C480	8/1989-11/1989

Union Pacific SD60M #6088 is seen here in February, 1990. Location not listed. American-Rails.com collection.

It should be noted that there was another variant known as the SD60MAC. This model was essentially an SD60M that used alternating current (AC) traction motors and EMD constructed four that tested on Burlington Northern.

Today, while many original SD60s have been retired or rebuilt into newer models, a significant number remain in service. Their robust design and proven reliability have ensured their longevity, with some units logging millions of miles over their lifespan. Many railroads continue to utilize SD60s for mainline freight duties, while others have relegated them to secondary lines or local switching operations.

Sources

Foster, Gerald. A Field Guide To Trains. New York: Houghton Mifflin, 1996.

Marre, Louis A. and Pinkepank, Jerry A. Contemporary Diesel Spotter's Guide, The: A Comprehensive Reference Manual To Locomotives Since 1972. Milwaukee: Kalmbach Publishing Company, 1989.

Marre, Louis A. Contemporary Diesel Spotter's Guide, The: A Comprehensive Reference Manual To Locomotives Since 1972, Including Rebuilding, Upgrading, And Leasing Programs (2nd Edition). Milwaukee: Kalmbach Publishing Company, 1995.