EMD SD70 series

From Wikipedia, the free encyclopedia - View original article

EMD SD70 series
BHP Billiton Iron Ore 4352 SD70ACe/lc
Power typeDiesel-electric
BuilderGeneral Motors Electro-Motive Division (EMD)
ModelSD70, SD70M, SD70I, SD70MAC, SD70M-2, SD70ACe, SD70ACS
Build date1992 – current
Total producedSD70: 122
SD70M: 1,646
SD70I: 26
SD70MAC: 1,109
SD70ACe: 1,034
SD70ACe/lc: 64
SD70ACS: 25
SD70M-2: 331
AAR wheel arr.C-C (UIC: Co'Co' )
Gauge4 ft 8 12 in (1,435 mm) for the North American market; 1,600 mm (5 ft 3 in) for Brazil
Prime moverEMD 16-710-G3
CylindersV16
TransmissionDiesel electric
Careersee article
Numbersee article
DispositionIn service as of 2012
 
Jump to: navigation, search
EMD SD70 series
BHP Billiton Iron Ore 4352 SD70ACe/lc
Power typeDiesel-electric
BuilderGeneral Motors Electro-Motive Division (EMD)
ModelSD70, SD70M, SD70I, SD70MAC, SD70M-2, SD70ACe, SD70ACS
Build date1992 – current
Total producedSD70: 122
SD70M: 1,646
SD70I: 26
SD70MAC: 1,109
SD70ACe: 1,034
SD70ACe/lc: 64
SD70ACS: 25
SD70M-2: 331
AAR wheel arr.C-C (UIC: Co'Co' )
Gauge4 ft 8 12 in (1,435 mm) for the North American market; 1,600 mm (5 ft 3 in) for Brazil
Prime moverEMD 16-710-G3
CylindersV16
TransmissionDiesel electric
Careersee article
Numbersee article
DispositionIn service as of 2012

The EMD SD70 is a series of diesel-electric locomotives produced by the Electro-Motive Division of General Motors in response to the GE Dash 9-44CW. 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.

Contents

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.

An order of SD70Ms made history when Union Pacific ordered 1000 units of the model.

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 2004.[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 2012, 1229 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. Canadian National is planning to order 30 SD70ACes for coal trains.

In January 2012, BNSF Railway announced the order of 10 SD70ACe-P4 locomotives. This engine would compete with GE's popular ES44C4. These units will have a B1-1B wheel arrangement, unlike the ES44C4's A1A wheel arrangement. They are set for 2013 delivery.

SD70ACe/lc

BHP Billiton Iron Ore 4308 and 4373 SD70ACe/lcs sit at Nelson Point yard, Port Hedland, Western Australia.

SD70ACe/lc is a low clearance, export version of the SD70ACe. In 2004, BHP Billiton of Australia ordered 13 SD70ACe/lc locomotives for use in iron ore traffic, and an extra locomotive for spare parts. The "lc" in the model designation stands for "low clearance" as these locomotives are designed to negotiate the tight clearances under the mine equipment.[8]

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.[8]

Of the first batch of SD70ACe/lc (numbers 4300–4313), nos 4301–4313 are named after sidings on the BHP system.[8][9] No 4300 is used for spare parts and has never seen service. The second batch of locomotives (numbers 4313–4323), and subsequent batches, 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) was delivered to BHP Billiton in July 2009.[8]

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

On 2 March 2012, BHP Billiton announced an order for 80 of the locomotives for use on its Western Australia mining railroads.[10]

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.[11]

Mauritania's Société Nationale Industrielle et Minière placed a contract for 6 SD70ACS locomotives in October 2010.[12]

In July 2011 Etihad Railway ordered 7 SD70ACS locomotives for delivery in 2012.[13]

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 2005.[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).[14] 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).[14]

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

International

Gallery

References

  1. ^ a b c d 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. ^ a b Solomon, Brian (2006). EMD Locomotives. St. Paul, Minnesota: Voyageur Press. ISBN 978-0-7603-2396-0. 
  4. ^ "Order # 946531, SD70M". The UNofficial EMD Homepage. http://www.trainweb.org/emdloco/946531.htm. Retrieved 24 January 2012. 
  5. ^ Electro-Motive Diesels, SD70M for CVRD. Retrieved December 1, 2005.
  6. ^ http://www.siemens.cz/extra/msv/cd/TS/Vozidla/Diesel-Electric_Loco_SD70MAC_EN.pdf
  7. ^ a b ElectroMotive. "SD70ACe". http://www.emdiesels.com/emdweb/products/sd70ace.jsp. Retrieved 26 January 2012. 
  8. ^ a b c d Montgomery, Richard (2009/10). "SD70ACe – brute power". The Westland (Bassendean, WA: Rail Heritage WA) (263): 24–31. ISSN 1835-6370. 
  9. ^ BHP Billiton Loco Roster
  10. ^ "BHP Billiton places large heavy haul locomotive order". Railway Gazette International. 2 March 2012. Archived from the original on 14 March 2012. http://www.webcitation.org/66ASZasB2. Retrieved 14 March 2012. 
  11. ^ http://www.emdiesels.com/emdweb/company/more/040709_sar.html
  12. ^ "High temperature locomotives ordered from EMD". Railway Gazette International. 20 October 2010. http://www.railwaygazette.com/nc/news/single-view/view/high-temperature-locomotives-ordered-from-emd.html. 
  13. ^ "Etihad Rail orders EMD locomotives". Railway Gazette International. 1 August 2011. http://www.railwaygazette.com/nc/news/single-view/view/etihad-rail-orders-emd-locomotives.html. 
  14. ^ a b ElectroMotive. "SD70M-2". http://www.emdiesels.com/emdweb/products/sd70m.jsp. Retrieved 26 January 2012. 
  15. ^ "Alaska Railroad's Motive Power". The Diesel Shop. http://www.thedieselshop.us/ALASKA.HTML. Retrieved 24 January 2012. 
  16. ^ a b "Burlington Northern Santa Fe Motive Power Fleet". The Diesel Shop. http://thedieselshop.us/BNSF.HTML. Retrieved 25 January 2012. 
  17. ^ a b c "Canadian National Motive Power Summary". The Diesel Shop. http://thedieselshop.us/CN.HTML. Retrieved 25 January 2012. 
  18. ^ Belote, Joseph; Craig, R (23 January 2012). "CIT Rail Resources". The Diesel Shop. http://thedieselshop.us/CITX.HTML. Retrieved 25 January 2012. 
  19. ^ a b c Craig, R (23 January 2012). "CSX Motive Power Summary". The Diesel Shop. http://thedieselshop.us/CSX.HTML. Retrieved 25 January 2012. 
  20. ^ Komanesky, John (17 January 2012). "Ferrocarril Mexicano (Ferromex) Motive Power". The Diesel Shop. http://thedieselshop.us/FXE.HTML. Retrieved 25 January 2012. 
  21. ^ "Florida East Coast Motive Power". The Diesel Shop. 16 November 2008. http://thedieselshop.us/FEC.HTML. Retrieved 25 January 2012. 
  22. ^ a b "Kansas City Southern and KCS de Mexico (A Work-in-Progress)". The Diesel Shop. 26 December 2011. http://www.thedieselshop.us/KCS.HTML. Retrieved 24 January 2012. 
  23. ^ "Montana Rail Link Motive Power". The Diesel Shop. 27 May 2011. http://thedieselshop.us/MRL.HTML. Retrieved 25 January 2012. 
  24. ^ a b c d "Norfolk Southern Motive Power". The Diesel Shop. 4 January 2011. http://www.thedieselshop.us/NS.HTML. Retrieved 24 January 2012. 
  25. ^ Cummings, Larry; Godfrey, John (February 2012). "Quebec North Shore & Labrador runs North America's heaviest train". Trains (Waukesha, Wisconsin: Kalmbach Publishing Company): 49. ISSN 0041-0934. 
  26. ^ a b c "Union Pacific Motive Power". The Diesel Shop. 21 January 2012. http://thedieselshop.us/UP.HTML. Retrieved 25 January 2012.