railroad.wikisort.org - Train

The EMD SD70 is a series of diesel-electric locomotives produced by the US company Electro-Motive Diesel in response to the GE Dash 9-44CW. Production commenced in late 1992[1]^{[page needed]} and since then over 5,700 units have been produced; most of these are the SD70M and SD70MAC models. While the majority of the production was ordered for use in North America, various models of the series have been used worldwide. All locomotives of this series are hood units with C-C trucks, except the SD70ACe-P4 (and presumably the SD70MACH as well) which has a B1-1B wheel configuration, and the SD70ACe-BB, which has a B-B-B-B wheel arrangement.

EMD SD70 series
Norfolk Southern SD70 2562
Type and origin Power type Diesel-electric Builder Electro-Motive Diesel (EMD) Model SD70, SD70I, SD70M, SD70M-2, SD70AC, SD70MAC, SD70ACe, SD70ACe/LCi, SD70ACS, SD70ACe-T4, SD70ACe-BB, SD70ACe/45, SD70IAC, SD70ACe/LW, SD70ACU, SD70ACC, SD70MACH, SD70MACe Build date 1992-present Total produced SD70: 122 SD70I: 26 SD70M: 1,609 SD70M-2: 331 SD70MAC: 1,109 SD70ACe: 2,091 SD70ACe/lc: 194 SD70ACS: 38 SD70ACe-T4: 143 SD70ACe-BB: 80 SD70ACe/45: 80
Specifications Configuration: ​  • AAR C-C (B+B-B+B for SD70ACe-BB)  • UIC Co'Co' (Bo'Bo'Bo'Bo' for SD70ACe-BB)  • Commonwealth Co-Co (Bo+Bo-Bo+Bo for SD70ACe-BB) Gauge 4 ft 8+1⁄2 in (1,435 mm) standard gauge for the North American market; 1,600 mm (5 ft 3 in) for Brazil; 1,000 mm (3 ft 3+3⁄8 in) for Brazil and Guinea Trucks EMD HTCR-Ia: SD70, SD70I, SD70M, SD70MAC; EMD HTCR-Ib: SD70I, SD70M, SD70MAC, SD70ACU; EMD HTCR-4: SD70M, SD70MAC, SD70ACe; EMD HTCR-6: SD70ACe, SD70ACe-T4; EMD HTSC-II: SD70M, SD70ACe, SD70ACe/LCi, SD70ACS, SD70ACe/45; EMD GBB: SD70ACe-BB Prime mover EMD 16-710-G3 2-stroke diesel; EMD 12-1010J 4-stroke diesel for SD70ACe-T4 Engine type V16; V12 for SD70ACe-T4 Cylinders 16 12 for SD70ACe-T4 Transmission Diesel electric
Performance figures Maximum speed 70 mph (110 km/h), 75 mph (121 km/h) for the SD70ACe-T4
Career Nicknames Vacuum Cleaners (SD70ACe-T4) Disposition Many operational, several retired due to wrecks, one to be preserved.

Superseding the HT-C truck, a new bolsterless radial HTCR truck was fitted to all EMD SD70s built 1992–2002; in 2003 the non-radial HTSC truck (basically the HTCR made less costly by removing radial components) was made standard on the SD70ACe and SD70M-2 models; the radial HTCR truck remained available as an option.

Models

SD70 (1992-1994)

The EMD SD70 typically has the smaller spartan cab, typical on preceding SD60 models, instead of the larger comfort cab used on later models. Notable differences between the SD70 and SD60 are the radial steering EMD HTCR truck instead of the older HTC truck, and the SD70's overall length of 72 ft 4in, the older SD60 being 71 ft 2 in. The SD70 also rides higher as its frame is approximately 1⁄2 inch (13 mm) higher than 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-two examples of this model locomotive were produced for Norfolk Southern (NS), Conrail (CR), Illinois Central (IC) and Southern Peru Copper Corporation (SPCC). Conrail's assets were split between Norfolk Southern and CSX in 1999, and all 24 of Conrail's SD70 units went to NS. Other than the CR paint scheme these units were built to NS specifications and numbered (2557 - 2580) in series with Norfolk Southern's already purchased SD70s.

Production of the standard cab at EMD's London, Ontario plant ended in 1994. The 24 Conrail SD70s were assembled from kits at Conrail's Juniata Shops in Altoona, Pennsylvania, where the IC and SPCC SD70s were assembled from kits at Super Steel Schenectady. Most SD70s are still in service with Norfolk Southern and Canadian National (CN), which merged Illinois Central in 1999. In February 2017, NS began a program to convert its SD70s from DC to AC, which will also have a new wide-nose cab, and several other upgrades. They will be designated as SD70ACC.

SD70M (1992-2004)

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 1 cab, which was first introduced on the SD60M, and the Phase 2 cab, which is a boxier design similar to the original three-piece windscreen on the SD60M, which is shared with the Phase 2 SD90MAC, SD89MAC, and SD80ACe. The Phase 2 cab has a two-piece windscreen like the Phase 1 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.[2]^{[page needed]} They are capable of generating 109,000 lbf (480 kN) of continuous tractive effort.[2]^{[page needed]} 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 1 environmental regulations. Also the truck was replaced with HTCR-4, instead of HTCR-I on former model.

Production of the SD70M ceased in late 2004 as production of the SD70M-2 model began (the EPA's Tier 2 regulations went into effect on 1 January 2005). 1,609 examples of the SD70M model were produced. Purchasers included CSX, New York, Susquehanna & Western (NYSW; part of EMDX order no. 946531[3]), Norfolk Southern and Southern Pacific (SP; now part of the Union Pacific Railroad), but the vast majority were purchased by Union Pacific.

In 2000, an order of SD70Ms made history when Union Pacific ordered 1000 units of the model (UP 4000 through UP 4999, inclusive, although 4014 was renumbered 4479 to accommodate steam locomotive Big Boy 4014 in 2019[4]). This order was later extended by nearly 500 additional units (UP 3999 and below, UP 5000 and above, except for 3985, which was left vacant for the Union Pacific Challenger 3985).

This locomotive model is also built for export, and is still catalogued by EMD (at 4,300 hp or 3,200 kW). 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 (1995)

The SD70I is a version of the SD70 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 SD70MACs and was standard on both the SD80MAC and SD90/43MAC models.

SD70MAC (1993-2004)

The SD70MAC uses three phase AC traction motors. Production of the model commenced in 1993, competing against the GE Dash 9-44CW.[1]^{[page needed]}[6] 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. The Alaska Railroad ordered their locomotives with head-end power to make them suitable for both freight and passenger service; no other railroad ordered this variant.[7] The trucks were replaced with HTCR-4, instead of HTCR-I on former model.

The SD70MAC is no longer produced due to EPA regulations, and was replaced by the SD70ACe in 2004. In total, 1,109 SD70MACs were produced, purchased by Burlington Northern (and its successor, BNSF), Conrail, CSX, Transportación Ferroviaria Mexicana (TFM; units now owned by Kansas City Southern Railway (KCS)), and the Alaska Railroad.

SD70ACe (2004-present)

The SD70ACe is the successor to the SD70MAC with design changes to comply with emission standards. The engine fires with 15% lower internal pressure to improve emissions and features fewer internal components in the inverter.[8] SD70ACe is equipped with EMD's 16-710-G3C-T2 prime mover, rated at 4,300 horsepower (3,200 kW); later Tier 3 models are rated at 4,500 horsepower (3,400 kW), and have a thermal efficiency of almost 36%.[9] 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).[9]

In 2012, EMD also built four models known as the SD70ACe-P6. These units, unlike previous SD70ACe's, have one inverter per axle on the trucks, rather than EMD's traditional one inverter per truck design.^{[citation needed]}

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. Both wheel arrangements mean that there are only two traction motors per truck instead of three, with the third axle unpowered. Two SD70ACe-P4 demonstrators began a 5-year lease at Tacoma Rail in late 2014.

On January 1, 2015, the United States Environmental Protection Agency's Tier 4 locomotive emission regulations went into effect. EMD could not successfully modify the SD70ACe's 2-stroke 710 series prime mover to be Tier 4-compliant; thus, the Tier 3 SD70ACe was succeeded by the SD70ACe-T4 in late 2015. However, US production of the Tier 3-compliant SD70ACe continues with Tier 4 'credit units' (new Tier 3-compliant units EMD is entitled to build based on previously-earned emissions credits). Union Pacific and Norfolk Southern are currently the only US roads to own Tier 4 credit unit SD70ACe's. Additionally, EMD has continued building Tier 3 SD70ACe's for Ferromex (4100-4118), Ferrosur (4119-4133), and Kansas City Southern de Mexico (4200-4224) at Bombardier Ciudad Sahagun. These locomotives are restricted to Mexico-only operation and cannot cross the US border (just as Canadian National's newest Tier 3 GE ES44AC's are restricted to Canadian use only).^{[citation needed]}

In March 2016, EMD replaced the standard cast HTCR-4 trucks on NS SD70ACe 1000 with the new fabricated HTCR-6 trucks for testing. UP and BNSF plan to test the new HTCR-6 trucks on some of their SD70ACe units also.

Union Pacific received 281 additional SD70ACe units, numbered 8824 - 9104, in 2014, 2016 and 2018. These are referred to as SD70AH (T4C), H for "heavy", because they are ballasted to 428,000 lb (194,138 kg) rather than 420,000 lb (190,509 kg).

In mid-2021, Yakutian Railways received two SD70ACes, designated 2TE3250 (Russian: 2ТЭ3250) and numbered 0001 and 0002. They are currently in use in Yakutia.

SD70M-2 (2004-2011)

The SD70M-2 is a DC traction version of the SD70ACe, and is nearly identical to the SD70ACe. Production began in 2005.[1]^{[page needed]} SD70M-2 models are equipped with the 16-710G3C-T2 or 16-710G3C prime mover which is rated at 4,300 horsepower (3,200 kW).[10]

In total, 331 SD70M-2s were built, with Canadian National owning 190 units. Eight units owned by Electro-Motive Diesel and four units owned by CIT Financial were leased by Florida East Coast Railway until early 2015. Canadian National 8964 was the last SD70M-2, built in February 2011. Vermont Railway own 2 units numbered 431 and 432. Norfolk Southern ordered 130 SD70M-2s; however they were retired in April 2020.[11]

SD70ACe-T4 (2015-present)

The SD70ACe-T4 is the Tier 4 emissions standards-compliant successor of the SD70ACe. The first locomotive, EMDX 1501, was built in summer 2015, and made its debut at the Railway Interchange Expo in Minneapolis, Minnesota during the weekend of October 3–4, 2015. It features a new 4-stroke engine called the EMD 12-1010 "J" series - a V12 with 1010 cu.in displacement for each cylinder. This new prime mover has a two-stage turbocharger system consisting of three turbos; one turbo (the primary/high pressure turbo) for low-mid RPM and two turbos (the secondary/low pressure turbos) for mid-high RPM. The results of this setup are higher power throughout a broader RPM range, better fuel efficiency, and lower emissions. An EGR system is applied as well, allowing the engine to achieve Tier 4 without the use of urea aftertreatment. Another new feature of this engine is the Double-Walled Fuel Injection System that increases safety and provides simplified maintenance works.

The EMD 12-1010 is capable of producing 4,600 horsepower (3,400 kW), but only 4,400 horsepower (3,300 kW) is used for traction.[12] With a new computer software for the on-board computer and one inverter per axle (or "P6"; EMD named it "Individual Axle Control") - unlike most of previous EMD locomotives that use one inverter per truck, the SD70ACe-T4 is capable of generating 200,000 pounds-force (890 kN) of starting tractive effort, and 175,000 pounds-force (780 kN) of continuous tractive effort. Meanwhile, its dynamic braking effort is as much as 105,000 pounds-force (470 kN). The amount of starting tractive effort is equal to that of the 6,000 horsepower (4,500 kW) SD90MAC-H while, on the other hand, its continuous tractive effort is higher than that of the SD90MAC-H (175,000 pounds-force (780 kN) vs. 165,000 pounds-force (730 kN)). The units are also equipped with "radial bogies" which offer increased adhesion and better ride quality.[12]

While it retains the basic SD70 designation, the locomotive has several major new features that set it apart from its successful ancestor such as a vibration-isolated powertrain, and alternator start capability. In addition, it features a newly redesigned cab reminiscent of the earlier SD70M, featuring the classic "teardrop" windshields first introduced on the FP45 in December 1967; new fabricated trucks; a longer frame at 76 feet 8 inches (23.37 m); longer radiators with three radiator fans instead of two; an additional step on the front and rear; and a smoother long hood roofline.[13][14][15][16]

Fifteen SD70ACe-T4 demonstrators were built at Muncie, Indiana by November 2016. Union Pacific was the first customer to order SD70ACe-T4's. UP 3012–3014, the first production SD70ACe-T4's, were assigned to active service in early November 2016.

Union Pacific will acquire 100 SD70ACe-T4's: 12 former demonstrators will be rostered as UP 3000–3011, and 88 production units (3012-3099). 3012-3056 were built at Bombardier's Sahagun, Mexico plant. 3057-3099 will be built at Muncie, IN, following completion of the Tier 4 credit SD70ACe's UP 8997–9096. All UP SD70ACe-T4's are classified as SD70AHs.

SD70ACeP4-T4's EMDX 1603 and 1604 were built and painted as demonstrators for the BNSF. These units have a B1-1B wheel arrangement akin to the SD70ACe-P4. BNSF originally had 10 SD70ACe-T4P4's on order, but this was later cancelled. Norfolk Southern also ordered 10 SD70ACe-T4's, but opted for more SD70ACe Tier-4 credit locomotives instead. The cancelled units are currently part of the Progress Rail lease fleet.

In August 2018, CSX Transportation ordered 10 SD70ACe-T4's, of which all have now been delivered. They are classified by CSX as ST70AH.

EMDX 1501 will remain in Progress Rail Services ownership as a test bed.

SD70ACe/LCi (2005-present)

The SD70ACe/LCi is a low clearance, export version of the SD70ACe. The LCi in the model designation stands for Low Clearance international as these locomotives are designed to negotiate the tight clearances under the mine equipment. External differences between the SD70ACe and SD70ACe/LCi models include the addition of marker lights, number boards located lower on the nose rather than 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.[17]^{[page needed]}

In 2004, BHP Billiton ordered 14 SD70ACe/LCi locomotives for use on iron ore trains in the Pilbara region of Western Australia.[18] 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.[19][20] They were named after sidings on the BHP system.[17]^{[page needed]}[21] Since they did not have the newer, isolated cab of the second and subsequent batches, 4301-4313 were traded in to Progress Rail for locomotives with newer cab assemblies and repatriated to the United States in January 2015 being taken to Muncie, Indiana for store.[22] They were overhauled and sold to Chemin de fer Arnaud (4), Montana Rail Link (4) and Quebec North Shore & Labrador (5).[23]

It operated in 2015 a fleet of 23 SD70ACe/LCi locomotives beside of 142 standard SD70ACe, from which the newest locomotives are built in 2014.[24]

The second batch of 10 SD70ACes (4314-4323) arrived between August and November 2006. An order for a third batch of 13 SD70ACe/LCi's (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 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 SD70ACes (Numbers 4347–4355) was delivered in July 2009.[17]^{[page needed]}[19]

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.[20] In March 2012, BHP Billiton ordered a further 80.[25] As at October 2020, BHP operated 10 SD70ACes (4324-4333) and 174 SD70 Ace/LCis (4314-4323, 4334-4497)[26]

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).[20][27][28]

SD70ACS (2009-present)

The 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.[29]

Mauritania's Société Nationale Industrielle et Minière placed a contract for six SD70ACS locomotives in October 2010.[30]

In July 2011 Etihad Rail ordered seven SD70ACS locomotives for delivery in 2012.[31] Seven locomotives were delivered in 2013.[32]

SD70ACe-BB (2015-present)

In October 2015, EMD started producing SD70ACe-BB locomotives for Brazilian 1000mm gauge railroads.[33][34]

SD70ACe/45 (2004-present)

The SD70ACe/45 is a diesel-electric locomotive built by EMD plant in Sete Lagoas, MG Brazil. Different from the SD70ACe in North America, the SD70ACe/45 has a longer frame (76 ft. 6 in.) and three radiator fans on the radiator section since it uses the same car body of the SD80ACe produced by EMD plant in London, Canada to Vale mining in Brazil. It uses 1,600 mm (5 ft 3 in) gauge. 80 SD70ACe/45s had been built.[35]

SD70IAC (2019-present)

In early 2019 with the delivery of the new SD70ACe-T4C locomotives to Norfolk Southern, a new type of the T4C (Tier 4 Credit) locomotives was rolled out of Progress Rail in Muncie, Indiana. The SD70IAC, SD standing for Special Duty, 70 standing for 70 series, and IAC standing for Individual Axle Control. They are still classified as SD70ACe's on the side of the locomotive but are designated as SD70IAC within the cab controls. The new IAC system improves the existing traction system.

SD70ACe/LW (2007, 2021-present)

The SD70ACe/LW is designed specifically for rail networks using Russian gauge, featuring a new isolated cab similar to the flat nosed cab of the GT46-ACE GEN II. The SD70ACe/LW has a 16-710G3C-T2 prime-mover with 4,500 horsepower. It uses an AC traction system with a top speed of 74 mph (120 km/h).[36] Although it was designed in 2007, the first orders only occurred in mid-2021, when 16 were purchased for the Mongolian Tavan Tolgoi-Gashuunsukhait Railway project.[37]

Rebuilds

SD70ACU

The SD70ACU was first built by EMD and later rebuilt by Norfolk Southern. It is originally an SD90MAC (or better known as a SD9043MAC) that has been rebuilt to renew its Mitsubishi electrical components and replace the cab with the new EMD Phase-II cab to comply with the most recent safety requirements. These locomotives are similar to the SD70ACe model, but the main body features are all reminiscent to the SD90MAC features. They also have the latest EMD cab that meets current FRA crashworthiness standards. These locomotives also have the Ultra Cab II, locomotive speed limiter (LSL), and cab signals. 100 of the 110 units Norfolk Southern purchased were originally SD9043MACs previously operated by Union Pacific. The other 10 units were acquired by a trade with Cit Group for MP15DCs. All NS-owned SD9043MACs were rebuilt by NS at its shops in Altoona, Pennsylvania. ByMay 7, 2019, all 110 SD70ACU units owned by Norfolk Southern were completed and released to active service. 46 of these were sold in November 2020.

Canadian Pacific has also began a program to convert their SD90MAC units into SD70ACUs, but unlike Norfolk Southern, Progress Rail is performing the rebuilds. The first of these have since been released. The initial order was for 30 units and then increased to 60. Canadian Pacific originally rostered 61 SD90MACs, These units spent much of the 2010-decade parked in long-term storage, with the exception of three, which were retired and scrapped in 2012. The remaining 58, along with two surplus Union Pacific SD90MACs, will be used as cores for the 60 SD70ACUs. 10 have been painted in the classic CP tuscan and grey paint scheme, and 5 as special armed forces units. The remainder will receive the standard CP red paint scheme.

SD70ACC

The SD70ACC is the latest rebuild in Norfolk's Southern's DC to AC program. It has the new EMD safety cab, similar to the SD70ACe cab, but with the “teardrop windshield”, much like the SD70ACe-T4. The SD70ACC has been rebuilt with AC traction motors, an AAR-style control stand, an electrical cabinet with Mitsubishi electronics, a new main alternator, and additional weight to increase the maximum weight to 432,000 pounds (196.0 t). The SD70ACC is rated at 4,500 horsepower (3,355.649 kilowatts), has a fuel capacity of 4,900 US gallons (19,000 l), and has dynamic braking, cab signals, and LSL (Locomotive Speed Limiter).

Norfolk Southern is rebuilding its fleet of SD70s into SD70ACC specifications.[38][39] The first two units, 1800 and 1801, were unveiled in a special yellow and grey paint scheme to promote the DC to AC program, similar to the paint schemes used on the first GE AC44C6M. As of January 2020, 52 units have been rebuilt and have since been released to service.[40]

SD70MACe

The SD70MACe is a rebuilt SD70MAC locomotive with new Mitsubishi electronics and traction motors to replace the Siemens traction motors, first rebuilt for the BNSF Railway, and later rebuilt for CSX (classified as SD70AC) and KCS.

SD70MACH

The SD70MACH is a SD70MAC rebuilt by Progress Rail for Metra. The rebuild also includes the addition of head end power along with meeting Tier 3 emissions. Metra has approved of a purchase of 15 SD70MACHs for passenger service, with options of up to 27 more.[41] They are the first six-axle passenger engines since the EMD F40C and the Alaska Railroad's HEP-equipped SD70MACs. The first unit was delivered in 2022 and is expected to enter service in 2023.

Operators

Railroad	Qty.	Road Numbers	Notes
SD70
Illinois Central	40	1000-1039[42]	Units 1006, 1013, 1014 & 1023 were wrecked and retired.
Norfolk Southern	80	2557-2580[43]	Units 2557–2580 are ex-Conrail units, but built to NS specifications. 52 units have been rebuilt as SD70ACCs, and all remaining units were retired in 2020 and sold to Progress Rail (PRLX).
PRLX (Progress Rail Leasing)	28	2519, 2523, 2552, 2556-2580	All are ex. Norfolk Southern 2519, 2523, 2552 and 2556–2580 units. Purchased February and April 2020.
Southern Peru Copper Corporation	2	60-61	Assembled in April 1999, these were the last standard or "spartan" cab units produced by EMD, and were built as an add-on to Illinois Central SD70's 1020–1039, even matching their specifications.
SD70M
CSX	25	4675-4699[44]	All are ex-EMD demonstrators. All units were sold to Progress Rail (PRLX) in mid 2018.
Norfolk Southern	68	2581-2648	All retired in 2020 and sold to Progress Rail (PRLX).[43]
	3	2797-2799	Units are ex-New York, Susquehanna & Western 4050, 4052, 4054. Acquired in September 2014, retired in 2020 and sold to Progress Rail (PRLX).
Union Pacific	1,452	2001–2002, 3778–3984, 3986–4140, 4142–4689, 4692-5231	Units 2001-2002 are ex 4690–4691, 3778 is ex 4141, renumbered for SD70ACe 4141, and No. 3985 is occupied by steam locomotive 3985.[45] Unit 4014, along with 4884, was given the honor of escorting UP's 4-8-8-4 Big Boy move to Cheyenne for restoration, and eventual return to the active roster. To avoid confusion, the "Big Boy" was renumbered UPP 4014;[46] the SD70M has since been renumbered as the UP 4479, allowing the Big Boy to be numbered as UP 4014. This SD70M was renumbered to 4479, becoming the second UP SD70M to carry the number as the first 4479 was retired after being wrecked.[47] 6 units sold to Lake State Railway in May 2022.[48]
PRLX (Progress Rail Leasing)	25	4675-4699	All units are former CSX and are also former EMDX demonstrators 7000–7024. Units are currently on lease to Union Pacific.
	71	2581-2648, 2797-2799	They are ex-Norfolk Southern 2581-2648 and 2797-2799 units. Purchased between March and April 2020.
Ferrominera Orinoco	6	1052-1057	N/A
Carajás Railroad (EFC) - Companhia Vale do Rio Doce	55[49]	701-755	These are wide gauge 1,600 mm (5 ft 3 in)) units.
Lake State Railway	6	6431-6436	All are ex-UP units. Acquired in May 2022.
SD70I
Canadian National	26	5600-5625[42]	N/A
SD70MAC
Alaska Railroad	28	4001-4016, 4317-4328[50]	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	786	8800–8989, 9400–9499, 9504–9999[51]	Units 9551-9564 sold to PRLX, Unit 3974 sold to KCS.
CSX	220	4500-4589, 4701-4380[44]	Originally owned.
Kansas City Southern	75	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, 3972–3974[52]	All are ex-Transportación Ferroviaria Mexicana (TFM) units. Some being rebuilt to SD70MACe. Unit 3974 is an Ex-BNSF 8945. Unit 3907 was sold to Metra and rebuilt to SD70MACH.
PRLX (Progress Rail Leasing)	14	9551-9564	All units are ex-Burlington Northern and later BNSF.
SD70ACe
ArcelorMittal, operated by Cartier Railway	5	9001-9005	Delivered in May 2013.
Arkansas & Missouri Railroad	3	70-73	Units are ex-EMDX 1201–1203, and were fitted with mock cab-mounted bells. 73 is ex-KCS 4028.
BNSF	640	8400–8499, 8520–8599, 8749–8799, 8990–9158, 9160–9399[51]	9159 wrecked, rebuilt, and renumbered 8749.
BNSF	20	8500–8519	They are the SD70ACe-P4 model.
Canadian National	4	8100-8103	They are the SD70ACe-T6 model, also set up for Distributed Power operation. Previously in EMDX paint with CN logos, all now repainted. Units are ex-EMDX 1206, 1208–1210.
CSX	20	4831–4850	4839 retired due to an alternator failure. All retired in 2017 and sold to Progress Rail (PRLX).
Electro-Motive Diesel Leasing	3	1207, 2012, 4223	1207 is the SD70ACe-P4 model.
Ferromex	97	4000-4096[53]	N/A
	34	4100–4133	Built in 2015, these units are not Tier 4 compliant and are thus restricted to Mexico. 4119-4133 are assigned to Ferrosur, and are specially equipped with experimental sheet-metal awnings or "elephant ears" over the radiator air intakes to combat excess heat and enhance engine cooling in the many tunnels through which they must operate.
Kansas City Southern	153	3997–4059, 4100–4129, 4140–4199[52]	Units 3997–3999 are ex-EMD demonstrators. 4014 wrecked and was retired.
Kansas City Southern de México	75	4060–4099, 4130–4139, 4200–4224	4200–4224 built in 2015, they are not Tier 4 compliant and are thus restricted to Mexico. 4028 sold to A&M.
Luminant (formerly Texas Utitilies Generating Co.,TUGX)	2	5308-5309	Units are ex-EMDX 1204 & 1205 respectively.
Montana Rail Link	29	4300–4319, 4400–4408	4316-4319 are ex-BHP.[23]
Norfolk Southern	175	1000-1174[43]	1065-1074 painted in special historic "heritage" schemes honoring important NS predecessor roads.
Northshore Mining	5	671–675	Ex. Progress Rail CSX units 4832-4833, 4838-4839, 4848.
Quebec North Shore & Labrador	28	501-528	Units 501-507 were built in December 2009; 508-513 were built in August 2011; and 514-523 were built in December 2012.[54] 524-528 are ex BHP.[23]
Tacoma Rail	2	7001-7002	They are the SD70ACe-P4 model and are ex-EMDX 1211 & 1212.[55]
Union Pacific	518	1982, 1983, 1988, 1989, 1995, 1996, 4141, 8309–8378, 8380–8382, 8384–8395, 8397–8422, 8424–8823[45]	1111, 4141, 1982, 1983, 1988, 1989, 1995, and 1996 are special painted units. 4141 donated to the Bush Presidential Library in 2019.
	281	8824-9104	These units have 8,000 lbs. of extra ballast for more tractive-effort and are classified by Union Pacific as SD70AH. Unit 9026 was renumbered 1943 "Spirit of the Union Pacific" in 2019.
PRLX (Progress Rail Leasing)	14	4831-4850	All units are former CSX. 5 of 19 units sold to Northshore Mining.
	10	4324-4333	Originally intended for BNSF and purchased by BHP Billiton when on the production line.[20]
BHP
Fortescue Metals Group	10	722-732	These are Tier 3 units.
Demonstrator manufactured in Brazil	3	7044-7046	These are wide gauge 1,600 mm (5 ft 3 in)) units.
SD70M-2
Canadian National	190	8000–8024, 8800–8964	All units are equipped for Distributed Power operation.[42]
CIT Group	3	140-142[56]	All are ex-EMD demonstrators.
Florida East Coast Railway	8	100-107[57]	All eight units were returned to lessor in early 2015. Former FEC 100 & 102 now Providence & Worcester Railroad 4301 & 4302, respectively. Former FEC 101 & 103 now Vermont Railway 431 & 432, respectively. Former FEC 104-107 now
New Brunswick Southern Railway	6	6401-6406	All are former Norfolk Southern units, rebuilt with nose headlights.
New York, Susquehanna and Western Railway	4	4060, 4062, 4064, 4066	All are former Norfolk Southern units.
Norfolk Southern	130	2649-2778	4 units sold to NYSW, 6 unit sold to NBSR and rebuilt with nose headlights. Remaining units stored as of 2020, with 2 units set to be rebuilt with AC traction as of 2022.[43]
Providence & Worcester Railroad	2	4301-4302	All are Former Florida East Coast units.
Vermont Railway	2	431-432	All are Former Florida East Coast units.
SD70ACe-T4
BNSF	11	8600—8610	On order, presumably classed as SD70ACe-T4P4.
CSX	10	8900–8909	Delivered July 2019.
Electro-Motive Diesel Leasing	1	1501	N/A
Union Pacific	100	3000-3099	N/A
PRLX (Progress Rail Leasing)	10	7200 series	Part of a cancelled NS SD70ACe-T4 order intended for delivery late 2019.
SD70ACe/LCi
BHP	184	4300–4323, 4334–4497[20]	First 13 repatriated to the United States and sold to Chemin de fer Arnaud (4), Montana Rail Link (4) and Quebec North Shore & Labrador (5), and rebuilt to U.S. specs.[23]
Fortescue Metals Group	21	701-721[28]	N/A
SD70ACS
Etihad Railway	7	TBA	Delivered 2013.
	38		Ordered Feb. 2020.
Compagnie des Bauxites de Guinée	10		Ordered 10 units.
Mauritania Railway	6		Ordered 6 units.
Saudi Railway Company	25		N/A
SD70ACe-BB
Valor da Logística Integrada	62	8332-8393	They operate on the lines of Ferrovia Centro-Atlântica. An additional 16 locomotives should be delivered in the first half of 2017.[58]
Demonstrator manufactured in Brazil	2	8795-8796	N/A
SD70ACe/45
América Latina Logística, now Rumo Logística	7[49]	618-624	N/A
Eldorado Brasil	21[49]	9553-9573	Operated by América Latina Logística.
Valor da Logística Integrada	52	N/A	Operate on the lines of Ferrovia Centro-Atlântica and Ferrovia Norte-Sul.
SD70IAC
Norfolk Southern	50	1175-1234[59]	These are SD70ACe/SD70IAC units. SD70IAC units are SD70ACe T4C units with IAC="Individual Axle Control" and are called SD70IAC by NS. All have now been delivered. 1224-1234 delivered in 2022.
SD70ACe/LW
TBA	TBA	TBA	TBA
SD70ACU
Canadian Pacific	60	7000-7059, 6644	To be rebuilt from CP's SD9043MACs that were in long-term storage, plus additional locomotives bought from Union Pacific. 7010-7019 are outfitted in retro liveries and 7020-7023 and 6644 are armed forces painted units; 6644 is painted as a tribute to D-Day.
Norfolk Southern	110	7229-7339	Rebuilt from Ex-UP and Ex-CIT SD90MACs.[59] Most units sold to PRLX.
SD70ACC
Norfolk Southern	52	1800–1851	Rebuilt from ex-NS SD70s. 1832 wrecked in June 2020 when it hit a tractor trailer then derailed.
SD70MACe
No Data Currently	-	-	-
SD70MACH
Metra	15	500 Series	There are options for 27 more. Former SD70MAC freight units rebuilt by Progress Rail Services. First unit arrived October 2022.
SD70AC
Carajás Railroad (EFC) - Companhia Vale do Rio Doce	27[49]	TBA	These are wide gauge 1,600 mm (5 ft 3 in)) units.

Preservation

On November 8, 2019, Union Pacific donated SD70ACe #4141 to the George H.W. Bush Presidential Library and Museum.[60] The locomotive, painted in honor of George H. W. Bush, was unveiled in October 2005 and was in active service until 2009, when it was placed into storage due to the financial crisis of 2007–2010, although it was brought back to participate in Bush's funeral train on December 6, 2018.[61] It subsequently remained in active service following the funeral until its last run between November 8 and November 9, as part of the Union Pacific 4014 Southwest Tour, in which the plans for the display were unveiled. The locomotive arrived back at College Station on March 12, 2021.[62]

Gallery

• 
  BNSF SD70MAC 9819
• 
  CSX SD70ACe 4845
• 
  NS SD70M-2 2700
• 
  VLI SD70ACe45 6518
• 
  BNSF SD70ACe 9211
• 
  UP SD70ACe 4141
• 
  CN SD70M-2 8903
• 
  A radial steering truck on the UP SD70ACe 1988
• 
  BHP SD70ACe/LCi 4352
• 
  A comparison of the various versions of the SD70's as operated by Union Pacific

Footnotes

References

• Clark, Peter (2012). An Australian Locomotive Guide. Rosenberg Publishing. ISBN 978-1-921719-55-4.
• Montgomery, Richard (October 2009). "SD70ACe – brute power". The Westland. Bassendean, WA: Rail Heritage WA (263): 24–31. ISSN 1835-6370.
• Oberg, Leon (2010). Locomotives of Australia 1850s-2010s. Kenthurst: Rosenberg Publishing. ISBN 978-1-921719-01-1.
• Solomon, Brian (2006). EMD Locomotives. St. Paul, Minnesota: Voyageur Press. ISBN 978-0-7603-2396-0.
• Solomon, Brian (2011). Modern Diesel Power. Minneapolis, MN: Voyageur Press. ISBN 978-0-76-033943-5.

Further reading

• McDonnell, Greg (2015). Locomotives: The Modern Diesel and Electric Reference (2nd ed.). Richmond Hill, Ontario: Boston Mills Press. ISBN 978-1-77085-609-7.

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