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  • 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.

  • Models SD70

  • 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 traction motors, which simplifies the locomotive's electrical system

  • by obviating the need for computer-controlled inverters power). It is equipped with the

  • 4,000 horsepower, 16-cylinder EMD 710 prime mover. One hundred and twenty examples of

  • this model locomotive were produced for Norfolk Southern Railway, Conrail, Illinois Central

  • Railroad and Southern Peru Copper. Conrail's assets were split between Norfolk Southern

  • 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, which merged with Illinois Central in 1999.

  • SD70M

  • The SD70M has a wide nose and a large comfort 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 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 Tier I environmental regulations.

  • Production of the SD70M ceased in late 2004 as production of the SD70M-2 model began.

  • 1,646 examples of the SD70M model were produced. Purchasers included CSX, New York Susquehanna

  • & Western, Norfolk Southern and Southern Pacific, but the vast majority were purchased by Union

  • Pacific. An order of SD70Ms made history when Union

  • Pacific ordered 1000 units of the model. This order was later extended by nearly 500 additional

  • units and.

  • This locomotive model is also built for export, and is still catalogued by EMD. 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 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, a wider bogie, the HTSC2,

  • was designed for these units by EMD. 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. 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

  • The SD70MAC 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 EMD 710 prime mover

  • while later units are rated at 4,300 horsepower 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,

  • BNSF, Conrail, CSX, Transportación Ferroviaria Mexicana), and the Alaska Railroad.

  • SD70ACe

  • 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. They are rated at 157,000 lbf continuous tractive

  • effort starting). Braking effort is rated at 106,000 lbf.

  • 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. 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. SD70ACe/lc

  • 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, fire suppression canisters, louvre style vents, different horn and subtle differences

  • with handrails. The first batch of SD70ACe/lcs were named

  • after sidings on the BHP system. The first member of the class 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, and subsequent batches, have a newer, isolated cab. An order

  • for a third batch of 13 SD70ACe/lcs 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 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 was

  • delivered in July 2009. An additional 18 units 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.

  • In July 2012 fellow Pilbara operator, Fortescue Metals Group, took the delivery of the first

  • of a fleet of 19, later extended to 21. SD70ACS

  • SD70ACS is a 4,500 horsepower 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. Mauritania's Société Nationale Industrielle

  • et Minière placed a contract for six SD70ACS locomotives in October 2010.

  • In July 2011 Etihad Rail ordered seven SD70ACS locomotives for delivery in 2012.

  • SD70M-2

  • 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. They are able to generate 113,100 lbf of continuous tractive

  • effort; 163,000 lbf starting. Braking effort is rated at 86,850 lbf.

  • 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. Operators

  • North America Alaska Railroad

  • 26 SD70MAC units, numbered 4001-4016 and 4317–4328. The units numbered 4317–4328 have flared

  • radiators for Tier 1 compliance and are equipped with head-end power generators for passenger

  • service.

  • 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. 9647 was painted as a "Barf Bonnet" until 2013.

  • 450 SD70ACe units, numbered 8749-8799, 9000-9158, & 9160-9399. 9159 wrecked McPherson, IA, 411

  • & renumbered 8749. 100 SD70ACe units on order for 2014 delivery

  • 20 SD70ACe-P6's, numbered 8500-8519, on order for 2014 delivery.

  • Canadian National 26 SD70I units, numbered 5600–5625.

  • 190 SD70M-2 units, numbered 8000–8024 and 8800–8964.

  • 4 SD70ACe-P6 units, numbered 8100-8103. Units are ex EMDX 1206, 1208, 1209, & 1210.

  • CIT Group 3 SD70M-2 units, numbered 140–142. All are

  • ex-EMD demonstrators and all are currently leased to Florida East Coast Railway.

  • 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 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.

  • Ferromex 97 SD70ACe units, numbered 4000–4096.

  • Florida East Coast Railway 8 SD70M-2 units, numbered 100–107. Units

  • 103–107 are leased to RailAmerica.

  • Illinois Central Railroad 40 SD70 units, numbered 1000–1039. Units