EMD SD70 series

EMD SD70 series

BHP Billiton Iron Ore 4352 SD70ACe/lc in April 2012
Type and origin
Power type Diesel-electric
Builder Electro-Motive Diesel (EMD)
Model SD70, SD70M, SD70I, SD70MAC, SD70M-2, SD70ACe, SD70ACS
Build date 1992 – current
Total produced SD70: 122
SD70M: 1,646
SD70I: 26
SD70MAC: 1,109
SD70ACe: 1,034
SD70ACe/lc: 64
SD70ACS: 25
SD70M-2: 331
Specifications
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
Cylinders V16
Transmission Diesel electric
Career
Operator(s) see article
Number(s) see article

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[1] 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.[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 in September 2007

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 HT-C 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.

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 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.[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 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[4]), 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).

EFC (CVRD) 714 in Maranhão, Brazil in April 2008

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.[5]

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

Transportación Ferroviaria Mexicana SD70MAC 1627 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.[7]

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.

SD70ACe

Kansas City Southern SD70ACe 4034 at Nichoals Yard in December 2009

The SD70ACes are similar to the SD70MAC; however, the model has been upgraded to meet Tier-2 EPA regulations. Production commenced in 2004.[1] SD70ACes are equipped with EMD's 16-710G3C-T2 prime mover, rated at 4,300 horsepower (3,200 kW).[8] 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).[8]

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-H 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. Early SD70ACe models are rated at 4,300 horsepower (3,200 kW), while later units are rated at 4,500 horsepower (3,400 kW). Purchasers include BNSF Railway, Canadian National Railway, CSX Transportation, Ferromex, Kansas City Southern Railway, Montana Rail Link, CVG Ferrominera Orinoco, Union Pacific, Quebec North Shore and Labrador Railway, BHP Billiton, Arkansas & Missouri Railway, and Norfolk Southern.

EMD also built 4 models known as SD70ACe-P6's in 2012. These units, unlike previous SD70ACe's, have one inverter per axle, rather than EMD's traditional one inverter per truck design. Four of EMD's SD70ACe-P6 demonstrators were sold to Canadian National Railway, and retain their original demonstrator paint schemes (although patched with the CN logo and numbering). They are numbered 8100-8103.

In 2014, BNSF Railway took delivery of 20 SD70ACe-P4 units, numbered 8500-8519. This model was designed with a B1-1B wheel arrangement to compete with GE's ES44C4 model, which has an A1A-A1A wheel arrangement. Two of EMD's demonstrator SD70ACe-P4's went to Tacoma Rail in late 2014 for a 5-year lease.

SD70ACe/lc

BHP Billiton Iron Ore's 4308 & 4373 at Nelson Point yard, Port Hedland in April 2012

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.[9]

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.[9]

The first batch of SD70ACe/lcs (4301-4313) were named after sidings on the BHP system.[9][10] 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.[11][12]

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 in line with the rest of the fleet. A fifth batch of SD70ACe/lcs (Numbers 4347-4355) was delivered in July 2009.[9][11]

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.[12] In March 2012, BHP Billiton ordered a further 80.[13]

In July 2012 fellow Pilbara operator, Fortescue Metals Group, took the delivery of the first of a fleet of 19, later extended to 21 (701-721).[12][14][15]

SD70ACS

Saudi Railway Company EMDX 3025 (behind 3024, 3023, 3017) heading north through St. Mary's, Ontario in October 2010

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.[16]

Mauritania's Société Nationale Industrielle et Minière placed a contract for six SD70ACS locomotives in October 2010.[17]

In July 2011 Etihad Rail ordered seven SD70ACS locomotives for delivery in 2012.[18]

SD70M-2

Canadian National SD70M-2 8880 in Harvey, Illinois in June 2010

The SD70M-2 is a DC traction version of the SD70ACe, and is nearly identical to the SD70ACe. Production began in 2005.[1] SD70M-2 models are equipped with the 16-710G3C-T2 prime mover which is rated at 4,300 horsepower (3,200 kW).[19]

Only 331 SD70M-2's were built. Canadian National Railway owns 190 units, and 130 units are owned by Norfolk Southern Railway. 8 units owned by Electro-Motive Diesel and 3 units owned by CIT Financial were leased by Florida East Coast Railway until 2014. The last SD70M-2, CN no. 8946, was delivered in early 2011. None have been built since.

Operators

North America

International

Gallery

References

  1. ↑ 1.0 1.1 1.2 1.3 Solomon, Brian (2011). Modern Diesel Power. Minneapolis, Minnesota: Voyageur Press. ISBN 978-0-7603-3943-5.
  2. ↑ Most other EMD six-axle locomotives were mounted on EMD's HT-C truck
  3. ↑ 3.0 3.1 Solomon, Brian (2006). EMD Locomotives. St. Paul, Minnesota: Voyageur Press. ISBN 978-0-7603-2396-0.
  4. ↑ "Order # 946531, SD70M". The UNofficial EMD Homepage. Retrieved 24 January 2012.
  5. ↑ Electro-Motive Diesels, SD70M for CVRD. Retrieved 1 December 2005
  6. ↑ http://web.archive.org/web/20041114163341/http://www.siemens.cz/extra/msv/cd/TS/Vozidla/Diesel-Electric_Loco_SD70MAC_EN.pdf
  7. ↑ http://www.mobility.siemens.com/mobility/global/SiteCollectionDocuments/en/logistics/cargo-transport/reference-list-locomotives-en.pdf
  8. ↑ 8.0 8.1 ElectroMotive. "SD70ACe". Retrieved 26 January 2012.
  9. ↑ 9.0 9.1 9.2 9.3 Montgomery, Richard (2009/10). "SD70ACe – brute power". The Westland (Bassendean, WA: Rail Heritage WA) (263): 24–31. ISSN 1835-6370. Check date values in: |date= (help)
  10. ↑ BHP Billiton Loco Roster Pilbara Railways
  11. ↑ 11.0 11.1 Oberg, Leon (2010). Locomotives of Australia 1850s-2010s. Kenthurst: Rosenberg Publishing. pp. 435–436. ISBN 9781921719011.
  12. ↑ 12.0 12.1 12.2 12.3 12.4 Clark, Peter (2012). An Australian Locomotive Guide. Rosenberg Publishing. pp. 215–218. ISBN 9781921719554.
  13. ↑ "BHP Billiton places large heavy haul locomotive order". Railway Gazette International. 2 March 2012. Archived from the original on 14 March 2012. Retrieved 14 March 2012.
  14. ↑ Downer to build 19 locomotives for Fortescue Railway Technology 26 June 2012
  15. ↑ 15.0 15.1 Fortescue Rail Fact Sheet Fortescue Metals Group May 2013
  16. ↑ http://www.emdiesels.com/emdweb/company/more/040709_sar.html
  17. ↑ "High temperature locomotives ordered from EMD". Railway Gazette International. 20 October 2010.
  18. ↑ "Etihad Rail orders EMD locomotives". Railway Gazette International. 1 August 2011.
  19. ↑ ElectroMotive. "SD70M-2". Retrieved 26 January 2012.
  20. ↑ "Alaska Railroad's Motive Power". The Diesel Shop. Retrieved 24 January 2012.
  21. ↑ 21.0 21.1 "Burlington Northern Santa Fe Motive Power Fleet". The Diesel Shop. Retrieved 25 January 2012.
  22. ↑ 22.0 22.1 22.2 "Canadian National Motive Power Summary". The Diesel Shop. Retrieved 25 January 2012.
  23. ↑ Belote, Joseph; Craig, R (23 January 2012). "CIT Rail Resources". The Diesel Shop. Retrieved 25 January 2012.
  24. ↑ 24.0 24.1 24.2 Craig, R (23 January 2012). "CSX Motive Power Summary". The Diesel Shop. Retrieved 25 January 2012.
  25. ↑ Komanesky, John (17 January 2012). "Ferrocarril Mexicano (Ferromex) Motive Power". The Diesel Shop. Retrieved 25 January 2012.
  26. ↑ "Florida East Coast Motive Power". The Diesel Shop. 16 November 2008. Retrieved 25 January 2012.
  27. ↑ 27.0 27.1 "Kansas City Southern and KCS de Mexico (A Work-in-Progress)". The Diesel Shop. 26 December 2011. Retrieved 24 January 2012.
  28. ↑ 28.0 28.1 28.2 28.3 "Norfolk Southern Motive Power". The Diesel Shop. 4 January 2011. Retrieved 24 January 2012.
  29. ↑ Diesel Era Magazine, October–November 2013, vol.24-5
  30. ↑ http://trn.trains.com/news/news-wire/2014/09/tacoma-rail-acquires-two-sd70ace-p4s
  31. ↑ 31.0 31.1 31.2 "Union Pacific Motive Power". The Diesel Shop. 21 January 2012. Retrieved 25 January 2012.
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