EMD SD70 series
|EMD SD70 series|
BHP Billiton Iron Ore 4352 SD70ACe/lc in April 2012
|Builder||Electro-Motive Diesel (EMD)|
|Model||SD70, SD70M, SD70I, SD70MAC, SD70M-2, SD70ACe, SD70ACS|
|Build date||1992 – current|
|Total produced||SD70: 122
|AAR wheel arr.||C-C (UIC: Co'Co' )|
|Gauge||4 ft 8 1⁄2 in (1,435 mm) for the North American market; 1,600 mm (5 ft 3 in) for Brazil|
|Prime mover||EMD 16-710-G3|
The EMD SD70 is a series of diesel-electric locomotives produced by Electro-Motive Diesel in response to the GE Dash 9-44CW. Production commenced in late 1992 and since then over 4,000 units have been produced; most of these are the SD70M and SD70MAC models. All locomotives of this series are hood units with C-C trucks.
Prior to the SD70ACe and SD70M-2 models, all SD70 models were delivered with the self-steering HTCR radial truck. The radial truck allows the axles to steer in curves which reduces wear on the wheels and railhead. With the introduction of the SD70ACe and SD70M-2 models, EMD introduced a new bolsterless non-radial HTSC truck as the standard truck for these models in an effort to reduce costs. The HTCR-4 radial truck is still an option.
The SD70 uses the smaller standard cab or spartan cab, common on older 60 Series locomotives, instead of the larger, more modern comfort cab. This makes it hard to distinguish from the nearly-identical SD60, the only difference being the use of the HTCR radial truck instead of the HTC/HTC-R truck mounted under the SD60. Another difference is the frame on the SD70 is approximately 1-2 inches higher than the frame on the SD60. This model is equipped with direct current (DC) traction motors, which simplifies the locomotive's electrical system by obviating the need for computer-controlled inverters (as are required for alternating current (AC) power). It is equipped with the 4,000 horsepower (3,000 kW), 16-cylinder EMD 710 prime mover. One hundred and twenty examples of this model locomotive were produced for Norfolk Southern Railway (NS), Conrail, Illinois Central Railroad (IC) and Southern Peru Copper (SPC). Conrail's assets were split between Norfolk Southern (PRR) and CSX Transportation in 1999, and all 24 of Conrail's SD70 engines went to NS. These units were ordered according to NS specifications.
Production of the standard cab at EMD's London, Ontario plant ended in 1994. The 24 Conrail SD70s were assembled from kits at NS's Juniata Shops in Altoona, Pennsylvania, and the IC and SPC SD70s were assembled from kits at Super Steel Schenectady. All SD70s are still in service with Norfolk Southern and Canadian National (CN), which merged with Illinois Central in 1999.
The SD70M has a wide nose and a large comfort cab (officially known as the "North American Safety Cab"), allowing crew members to ride more comfortably inside of the locomotive than the older standard cab designs. There are two versions of this cab on SD70Ms: the Phase I cab, which was first introduced on the SD60M, and is standard on the SD80MAC and SD90MACs, and the Phase II cab, which is a boxier design similar to the original three-piece windscreen on the SD60M, which is shared with the Phase II SD90MAC, SD89MAC, and SD80ACe. The Phase II cab has a two-piece windscreen like the Phase I windscreen but the design of the nose is more boxy, with a taller square midsection for more headroom.
The SD70M is equipped with D90TR DC traction motors and the 710G3B prime mover. They are capable of generating 109,000 lbf (480 kN) of continuous tractive effort. From mid-2000, the SD70M was produced with SD45-style flared radiators allowing for the larger radiator cores needed for split-cooling. Split-cooling is a feature that separates the coolant circuit for the prime mover and the circuit for the air pumps and turbocharger. There are two versions of this radiator: the older version has two large radiator panels on each side, and the newer version has four square panels on each side. This modification was made in response to the enactment of the United States Environmental Protection Agency's (EPA) Tier I environmental regulations.
Production of the SD70M ceased in late 2004 as production of the SD70M-2 model began (the EPA's Tier II regulations went into effect on 1 January 2005). 1,646 examples of the SD70M model were produced. Purchasers included CSX, New York Susquehanna & Western (NYSW; part of EMDX order no. 946531), Norfolk Southern and Southern Pacific (SP; now part of the Union Pacific Railroad), but the vast majority were purchased by Union Pacific.
An order of SD70Ms made history when Union Pacific ordered 1000 units of the model (UP 4000 through UP 4999, inclusive). This order was later extended by nearly 500 additional units (UP 3999, and below) and (UP 5000, and above).
This locomotive model is also built for export, and is still catalogued by EMD (at 4300 hp). CVG Ferrominera Orinoco has 6 SD70Ms that were built as an add-on order to UPs FIRE cab equipped SD70Ms. Companhia Vale do Rio Doce (CVRD) in Brazil has ordered 55 of this model for service in Carajas pulling trainloads of iron ore. Since CVRD track is gauged at 1,600 mm (5 ft 3 in), a wider bogie, the HTSC2, was designed for these units by EMD.
The SD70I is a version of the SD70M which has been fitted with a cab that is isolated from the frame of the locomotive with rubber gaskets (officially known as a "WhisperCab"). The isolation reduces noise and vibration from the prime mover. A seam is visible across the nose and on the long hood where the cab connects with the body. 26 examples of this model locomotive were produced, all for Canadian National. The WhisperCab feature was incorporated into some SD70MAC and later models.
The SD70MAC (colloquially known as a "Mac" or a "70 Mac") is very similar to the SD70M and SD70I; the main difference being that the SD70MAC uses AC traction motors. Production of the model commenced in 1993. AC motors, while simpler and more reliable than DC motors, require expensive inverters to generate a variable-frequency AC signal, raising the locomotive's purchase cost substantially. The majority of SD70MAC models were produced with the 4,000 horsepower (3,000 kW) EMD 710 prime mover while later units are rated at 4,300 horsepower (3,200 kW) and feature EMD SD45-style flared radiators. They were also offered with a head-end power generation system for passenger trains.
The SD70MAC is no longer produced due to EPA regulations and has been replaced by the SD70ACe. Over 1,500 examples of this model were produced. It was purchased by Burlington Northern Railroad (now BNSF Railway), BNSF, Conrail (units now owned by CSX), CSX, Transportación Ferroviaria Mexicana (TFM; units now owned by Kansas City Southern Railway (KCS)), and the Alaska Railroad.
The SD70ACes are similar to the SD70MAC; however, the model has been upgraded to meet Tier-2 EPA regulations. Production commenced in 2004. SD70ACes are equipped with EMD's 16-710G3C-T2 prime mover, rated at 4,300 horsepower (3,200 kW). They are rated at 157,000 lbf (700 kN) continuous tractive effort (191,000 lbf (850 kN) starting). Braking effort is rated at 106,000 lbf (470 kN).
Although mechanically similar to earlier SD70 units, the SD70ACe rides on a new underframe and uses mostly new sheetmetal above the frame. Electrical cables and air lines have been routed beneath the walkways on opposite sides, allowing for easy access by maintenance workers. The radiator on the locomotive is nearly as wide as the cab, the center hood section is a step down below the roofline, and the dynamic brakes have been moved to the rear of the hood; these changes are reminiscent of the SD80 and SD90 series. The SD70ACe uses the cab design of late-model SD90MAC units, which uses rectangular window glass and is externally different from the two cab variations used on earlier SD70M and SD70MAC units. In 2008, EMD standardized the isolated cab on subsequent SD70ACe's after non-isolated cab units were restricted from leading on BNSF Railway due to excessive cab vibration. SD70ACe models are rated at 4,300 horsepower (3,200 kW). As of late, more than 1350 examples of this model locomotive have been produced. Purchasers include BNSF Railway, CSX, Ferromex, Kansas City Southern Railway, Montana RailLink, CVG Ferrominera Orinoco, Union Pacific, Quebec North Shore and Labrador Railway, BHP Billiton, Arkansas & Missouri Railway, and Norfolk Southern.
In January 2012, BNSF Railway announced the order of 10 SD70ACe-P4 locomotives. This engine would compete with GE's popular ES44C4. These units would have had a B1-1B wheel arrangement, unlike the ES44C4's A1A wheel arrangement. The order was changed in 2014 to a 20 unit order of SD70ACe-P6's.
The SD70ACe/lc is a low clearance, export version of the SD70ACe. In 2004, BHP Billiton ordered 14 SD70ACe/lc locomotives for use on iron ore trains in the Pilbara region of Western Australia. The "lc" in the model designation stands for "low clearance" as these locomotives are designed to negotiate the tight clearances under the mine equipment.
External differences between the SD70ACe and SD70ACe/lc models include the addition of marker lights, number boxes lower in the body rather on top of the cab, windscreen protector panels (to deflect abrasive iron ore when in mid train position), fire suppression canisters, louvre style vents, different horn and subtle differences with handrails.
The first batch of SD70ACe/lcs (4301-4313) were named after sidings on the BHP system. The first member of the class (4300) was purchased for parts and dismantled upon arrival in Australia. This was because it was cheaper to purchase a complete locomotive than buy the components individually.
The second batch of locomotives (4314-4323), and subsequent batches, have a newer, isolated cab. An order for a third batch of 13 SD70ACe/lcs (4334-4346) was placed in August 2007. But such was the demand for locomotive power in the Pilbara region, a deal was done with BNSF Railway for BHP Billiton to purchase ten standard North American SD70ACes (4324-4333) that were in build as their 9166, 9167, 9184-9191. Construction was sufficiently advanced when the deal was concluded for them to have been painted, hence they were delivered in BNSF orange livery. Some modifications have been made to bring them inline with the rest of the fleet. A fifth batch of SD70ACe/lcs (Numbers 4347-4355) was delivered in July 2009.
An additional 18 units (numbers 4356-4373) were delivered in the second half of 2010, bringing the total of SD70ACe type locomotives in service to 72. In March 2012, BHP Billiton ordered a further 80.
SD70ACS is a 4,500 horsepower (3,400 kW) AC variant for heavy haul freight, used in desert environments. The first 25 units were ordered for Saudi Railway Company in April 2009 and assembled in the London, Ontario plant for delivery in the second half of 2010. Special features include a pulse filtration system, movable sand plows, EM2000 control system and FIRE display system.
The SD70M-2 is a DC traction version of the SD70ACe, and the two models are nearly identical in every other respect. Production commenced in 2005. It has the modified Phase II cab of the SD70ACe model. SD70M-2 models are equipped with the 16-710G3C-T2 prime mover which is rated at 4,300 horsepower (3,200 kW). They are able to generate 113,100 lbf (503 kN) of continuous tractive effort; 163,000 lbf (730 kN) starting. Braking effort is rated at 86,850 lbf (386.3 kN).
As of 2007, 284 examples of this model locomotive have been produced. Examples are owned by Norfolk Southern Railway, CIT Financial, Canadian National and eight units for the Florida East Coast Railway.
- Alaska Railroad
- Arkansas and Missouri Railroad
- 3 SD70ACe units, numbered 70-72. Units are ex EMDX 1201-1203.
- BNSF Railway
- 786 SD70MAC units, numbered 8800–8989, 9400–9499 and 9504–9999. Unit 8876 is retired following a wreck. Units 9400–9716 are ex-Burlington Northern Railroad units.
- 450 SD70ACe units, numbered 8749-8799, 9000-9158, & 9160-9399. 9159 wrecked McPherson, IA, 4/17/11 & renumbered 8749.
- 100 SD70ACe units on order for 2014 delivery
- 20 SD70ACe-P6's, numbered 8500-8519, on order for 2014 delivery.
- Canadian National
- CIT Group
- CSX Transportation
- 25 SD70M units, numbered 4675–4699. All are ex-EMD units.
- Originally 220 SD70MAC units, numbered 4500–4589 and 4701–4830. Units numbered 4575–4589 are ex-Conrail units. 16 of CSX's SD70MAC lotomotives (units 4501, 4502, 4503, 4504, 4505, 4506, 4510, 4511, 4512, 4516, 4517, 4518, 4519, 4520, 4522 & 4523) were sold to Four Rivers Transportation, 13 of which went to the Paducah & Louisville Railway, with the remaining 3 to the Evansville Western Railway. PAL repainted two SD-70MAC's one in University of Kentucky Blue & White colors to mark the school's 2012 NCAA Basketball Championship. They painted a second unit into University of Louisville Red & White to mark their 2013 NCAA Basketball Championship and are used in regular freight service, between Paducah and Louisville,Ky.
- 20 SD70ACe units, numbered 4831–4850.
- Electro-Motive Diesel Leasing
- 5 SD70ACe units, numbered 1204-1205, 1207, 2012, 4223. 1207 is a SD70ACe-P4.
- 97 SD70ACe units, numbered 4000–4096.
- Florida East Coast Railway
- Illinois Central Railroad
- 40 SD70 units, numbered 1000–1039. Units 1006, 1013, 1014 and 1023 were wrecked and are retired.
- Kansas City Southern Railway
- 75 SD70MAC units, numbered 3900–3902, 3904–3905, 3907, 3910–3916, 3918, 3920–3921, 3924–3926, 3928–3930, 3932, 3934–3935, 3937–3938, 3941–3942, 3944, 3946–3948, 3951, 3953, 3955, 3957, 3961–3964, 3966–3968, 3970, 3972–3973. All are ex-Transportación Ferroviaria Mexicana (TFM) units.
- 118 SD70ACe units, numbered 3997–4059, 4100–4129, & 4140-4164. Units numbered 3997–3999 are ex-EMD demonstrator units.
- Kansas City Southern de México
- 50 SD70ACe units, numbered 4060–4099 & 4130-4139.
- Montana Rail Link
- 20 SD70ACe units, numbered 4300–4315 and 4400-4408.
- Norfolk Southern Railway
- Quebec North Shore and Labrador Railway
- 23 SD70ACe units, numbered 501–523. Units 501-507 were built December 2009; 508-513 were built August 2011; and 514-523 were built December 2012.
- Union Pacific Railroad
- 1,455 SD70M units, numbered 2001, 2002, 3778–3984, and 3986-5231 (No. 3985 is occupied by steam locomotive 3985). Unit 4014 has been renumbered to UPP 4014 to free-up 4014 for UP's 4-8-8-4 Big Boy 4014 recently moved to Cheyenne for restoration, and eventual return to the active roster. Units 4545, 4687, 4811, 4855, & 4929 were wrecked and retired from service.
- 515 SD70ACe units, numbered 1982, 1983, 1988, 1989, 1995, 1996, 4141 and 8309–8823. The 19xx units comprise Union Pacific's "Heritage Fleet". Unit 1982(re#d from 8379) wears the "Missouri Pacific Proud Heritage" livery. Unit 1983(ex-8383) wears the "Western Pacific Proud Heritage" livery. Unit 1988(ex-8396) wears the "Missouri-Kansas-Texas Proud Heritage" livery. Unit 1989(ex-8521) wears the "Denver & Rio Grande Western Proud Heritage" livery. Unit 1995(ex-8522) wears the "Chicago & North Western Proud Heritage" livery. Unit 1996(ex-8523) wears the "Southern Pacific Proud Heritage" livery. Unit 4141(ex-8423) wears the "George Bush 41st President" livery.
- 40 SD70ACe units, numbered 8824-8864, currently being delivered. These units are 427,000 lbs instead of the standard 420,000 lbs and are being designated as SD70AH.
- BHP Billiton
- Etihad Railway
- Ordered 7 SD70ACS units
- Fortescue Metals Group
- 21 SD70ACe/LCi units numbered 701-721
- Mauritania Railway
- Ordered 6 SD70ACS units
- Saudi Railway Company
- 25 SD70ACS units
- 55 SD70M units (gauged at 1,600 mm (5 ft 3 in))
BNSF Railway SD70MAC 9819 in January 2008
- Solomon, Brian (2011). Modern Diesel Power. Minneapolis, Minnesota: Voyageur Press. ISBN 978-0-7603-3943-5.
- Most other EMD six-axle locomotives were mounted on EMD's HT-C truck
- Solomon, Brian (2006). EMD Locomotives. St. Paul, Minnesota: Voyageur Press. ISBN 978-0-7603-2396-0.
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- BHP Billiton Loco Roster Pilbara Railways
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- Craig, R (23 January 2012). "CSX Motive Power Summary". The Diesel Shop. Retrieved 25 January 2012.
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- "Florida East Coast Motive Power". The Diesel Shop. 16 November 2008. Retrieved 25 January 2012.
- "Kansas City Southern and KCS de Mexico (A Work-in-Progress)". The Diesel Shop. 26 December 2011. Retrieved 24 January 2012.
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- Diesel Era Magazine, October–November 2013, vol.24-5
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