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The EMD SD70 is a series of diesel-electric locomotives produced by the Electro-Motive Division of General Motors. Production commenced in late 1992^[1] and since then over 4000 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^[2]. 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.

Models

SD70

Norfolk Southern Railway 2561.

The SD70 uses the smaller standard cab or spartan cab, common on older locomotives, instead of the larger, more modern comfort cab. 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 in 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. Nearly all SD70s are still in service with Norfolk Southern and Canadian National (CN), which merged with Illinois Central in 1999.

SD70M

A comparison of the various versions of the SD70's as operated by Union Pacific Railroad

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 cab in the SD60Ms. 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^[3]. They are capable of generating 109,000 lbf (480 kN) of continuous tractive effort^[3]. 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 January 1, 2005). 1,646 examples of the SD70M model were produced. Purchasers included CSX, New York Susquehanna & Western (NYSW; part of EMDX order no. 946531^[4]), Norfolk Southern and Southern Pacific (SP; now part of the Union Pacific Railroad), but the vast majority were purchased by Union Pacific.

EFC (CVRD) #714, in Maranhão, Brazil.

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 1600 mm, a wider bogie, the HTSC2, was designed for these units by EMD.^{[5][dead link]}

SD70I

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.

SD70MAC

TFM 1627 SD70MAC sits at Nueva Italia station.

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^[1]. 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^[6] 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 1500 examples of this model were produced. It was purchased by Burlington Northern Railroad (now BNSF Railway), Conrail (units now owned by CSX), CSX, Transportación Ferroviaria Mexicana (TFM; units now owned by Kansas City Southern Railway (KCS)), and the Alaska Railroad (ARR).

SD70ACe

KCS 4034 SD70ACe sits at CN Nichoals Yard.

The SD70ACes are similar to the SD70MAC; however, the model has been upgraded to meet Tier-2 EPA regulations. Production commenced in 1995^[1]. SD70ACes are equipped with EMD's 16-710G3C-T2 prime mover, rated at 4,300 horsepower (3,200 kW)^[7]. 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)^[7].

Several other changes were made as well: the radiator on the locomotive is nearly as wide as the cab and looks similar to the radiator on EMD's SD80 and SD90 series of locomotives. The SD70ACe model has the Phase II cab of the SD70M but the panes of the windscreen are rectangular instead of teardrop-shaped. The nose has been modified and is much more angular than previous models. The cables and brake lines have been routed beneath the walkways, allowing for easy access by maintenance workers. SD70ACe models are rated at 4,300 horsepower (3,200 kW). As of 2005, 191 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 and Norfolk Southern.

Five SD90MAC-Hs are being converted to SD70ACe for Fortescue Metals Group in Australia.[1])

SD70ACe/lc

SD70ACe/lc is a low clearance, export version of the SD70ACe. In 2004, BHP Billiton of Australia ordered 14 SD70ACe/lc locomotives for use in iron ore traffic. 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.

Of the first batch of SD70ACe/lc (numbers 4300–4313), 4301–4313 are named^[8] after sidings on the BHP system. 4300 is used for spare parts and has never seen service. The second batch of locomotives (numbers 4313–4323), have a newer, isolated cab. An order for a third batch of 13 SD70ACe/lcs (numbers 4334–4346) was placed with EMD in August 2007. But such was the demand for locomotive power in the Pilbara region, ten SD70ACe destined for BNSF were purchased before this third batch was constructed, becoming numbers 4324–4333. These ten ex-BNSF locos (ex-9166, 9167, 9184–9191) are in the BNSF Orange with white BHP Billiton lettering and are standard North American SD70ACe units. Some modifications have been made to bring them inline with the rest of the fleet. A fifth batch of SD70ACe/lc (Numbers 4347–4355) were delivered to BHP Billiton in July 2009.

An Additional 18 units (Numbers 4356-4373) were delivered in the 2nd half of 2010, bringing the total of SD70ACe type locomotives to 73 + 1 for spare parts.

SD70ACS

EMDX 3025 (behind 3024, 3023, 3017) SD70ACS heading north through St. Mary's from EMD plant in London Ontario. Part of 25-unit order for Saudi Railway Company (SAR).

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 (SAR) 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.^[9]

Mauritania's Société Nationale Industrielle et Minière placed a contract for 6 SD70ACS locomotives in October 2010.^[10]

In July 2011 Etihad Railway ordered 7 SD70ACS locomotives for delivery in 2012.^[11]

SD70M-2

An SD70M-2 owned by CN.

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 1995^[1]. 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)^[12]. They are able to generate 113,100 lbf (503 kN) of tractive effort (continuous; 163,000 lbf (730 kN) starting). Braking effort is rated at 86,850 lbf (386.3 kN)^[12].

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.

All SD70M-2s, except for the ones bought by CITX, are equipped with the Airchime model K5LLA air horn and an electronic bell.

Operators

North America

• Alaska Railroad
  • 26 SD70MAC units, numbered 4001-4016 and 4317–4328^[13]. The units numbered 4317–4328 have flared radiators for Tier 1 compliance and are equipped with head-end power (HEP) generators for passenger service.
• BNSF Railway
  • 786 SD70MAC units, numbered 8800–8989, 9400–9499 and 9504–9999^[14]. Unit 8876 is retired. Units 9400–9499 are ex-Burlington Northern Railroad units.
  • 270 SD70ACe units, numbered 9130–9399^[14].
• Canadian National
  • 26 SD70I units, numbered 5600–5625^[15].
  • 190 SD70M-2 units, numbered 8000–8024 and 8800–8964^[15].
• CIT Group
  • 3 SD70M-2 units, numbered 140–142^[16]. All are ex-EMD demonstrators and all are currently leased to Florida East Coast Railway.
• CSX Transportation
  • 25 SD70M units, numbered 4675–4699^[17]. All are ex-EMD units.
  • 220 SD70MAC units, numbered 4500–4574, 4575–4589 and 4701–4830^[17]. Units numbered 4575–4589 are ex-Conrail units.
  • 20 SD70ACe units, numbered 4831–4850^[17].
• Ferromex
  • 97 SD70ACe units, numbered 4000–4096^[18].
• Florida East Coast Railway
  • 8 SD70M-2 units, numbered 100–107^[19]. Units 103–107 are leased to RailAmerica.
• Illinois Central Railroad
  • 40 SD70 units, numbered 1000–1039^[15]. 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^[20]. All are ex-Transportación Ferroviaria Mexicana (TFM) units.
  • 133 SD70ACe units, numbered 3997–3999, 4000–4029, 4030–4059 and 4060–4129^[20]. Units numbered 3997–3999 are ex-EMD demonstrator units.
• Montana Rail Link
  • 16 SD70ACe units, numbered 4300–4315^[21].
• Norfolk Southern Railway
  • 80 SD70 units, numbered 2501–2556 and 2557–2580^[22]. The units numbered 2557–2580 are ex-Conrail units.
  • 68 SD70M units, numbered 2581–2648^[22].
  • 130 SD70M-2 units, numbered 2649–2778^[22].
  • 65 SD70ACe units, numbered 1000–1064^[22]. These units are expected to be delivered during the first quarter of 2012.
• Quebec North Shore and Labrador Railway
  • 13 SD70ACe units, numbered 501–513. Six were delivered in 2011, and it is anticipated that at least six more will be delivered in 2012^[23].
• Union Pacific Railroad
  • 1456 SD70M units, numbered 2001, 2002 and 3778–5231^[24]. Unit 4687 is retired from service.
  • 369 SD70ACe units, numbered 1982, 1983, 1988, 1989, 1995, 1996, 4141 and 8309–8670^[24]. The 19xx units comprise Union Pacific's "Heritage Fleet". Unit 1982 wears the "Missouri Pacific Proud Heritage" livery. Unit 1983 wears the "Western Pacific Proud Heritage" livery. Unit 1988 wears the "Missouri-Kansas-Texas Proud Heritage" livery. Unit 1989 wears the "Denver & Rio Grande Western Proud Heritage" livery. Unit 1995 wears the "Chicago & North Western Proud Heritage" livery and was renumbered from 8522. Unit 1996 wears the "Southern Pacific Proud Heritage" livery and was renumbered from 8523. Unit 4141 wears the "George Bush 41st President" livery^[24].

International

• BHP Billiton
  • 10 SD70ACe units, numbered 4324–4333. All were originally intended for BNSF Railway.
  • 64 SD70ACe/lc units, numbered 4301–4323 and 4334–4373.
• Etihad Railway
  • Ordered 7 SD70ACS units.
• Fortescue Metals Group
  • 5 SD70ACe units. These are being converted from SD90MAC-H units.
• Mauritania Railway
  • Ordered 6 SD70ACS units.
• Saudi Railway Company
  • 25 SD70ACS units.

Gallery

• 

  EMD SD70MAC, BNSF 9819

• 

  CSX SD70ACe # 4845 leads train Q410 through South Plainfield, NJ in February 2005.

• 

  Norfolk Southern Railway SD70M-2 #2700 leads train 21M through Easton, PA in July 2006.

References

Wikimedia Commons has media related to: EMD SD70 series

v d e Low emissions locomotives Altoona Works BP4 Brandt Road-Rail Prototype Brookville Equipment BL14CG BL20CG BL20G BL20GH BL36PH Electro-Motive Diesel GP15D GP20D GP22ECO SD22ECO SD32ECO SD70ACe SD70M-2 GE Transportation Systems ES40DC ES44AC ES44C4 ES44DC MotivePower, Inc. MP14B MP20B MP20C MP21B MP36PH-3C MP36PH-3S MP40PH-3C HSP46 National Railway Equipment 1GS7B 2GS14B 3GS21B 3GS21C 2GS36C-DE Progress Rail Services PR15B PR22B PR30C PR43C Railpower Technologies GGS2000D GG10B GG20B GK10B RP14BD RP20BH RP20BD RP20CD RP27CD Vehicle Projects HH20B See also: List of low emissions locomotives