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

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. All are ex-Transportación Ferroviaria Mexicana units.

118 SD70ACe units, numbered 3997–4059, 4100–4129, & 4140-4164. Units numbered 3997–3999 are

ex-EMD demonstrator units.

Kansas City Southern de México 50 SD70ACe units, numbered 4060–4099 & 4130-4139.

Montana Rail Link 25 SD70ACe units, numbered 4300–4315 and

4400-4408.

Norfolk Southern Railway 80 SD70 units, numbered 2501–2580. The units

numbered 2557–2580 are ex-Conrail units. 68 SD70M units, numbered 2581–2648.

130 SD70M-2 units, numbered 2649–2778. 175 SD70ACe units, numbered 1000–1124. 1065-1074

painted in predecessor schemes. 1125-1174 on order for late 2014.

Quebec North Shore and Labrador Railway 23 SD70ACe units, numbered 501–523. Units

501-507 were built December 2009; 508-513 were built August 2011; and 514-523 were built

December 2012.

Union Pacific Railroad 1,455 SD70M units, numbered 2001, 2002, 3778–3984,

and 3986-5231. Unit 4014 has been renumbered to UPP 4014 to free-up 4014 for UP's 4-8-8-4

Big Boy 4014 recently moved to Cheyenne for restoration, and eventual return to the active

roster. Units 4545, 4687, 4811, 4855, & 4929 were wrecked and retired from service.

515 SD70ACe units, numbered 1982, 1983, 1988, 1989, 1995, 1996, 4141 and 8309–8823. The

19xx units comprise Union Pacific's "Heritage Fleet". Unit 1982(re#d from 8379) wears the

"Missouri Pacific Proud Heritage" livery. Unit 1983(ex-8383) wears the "Western Pacific

Proud Heritage" livery. Unit 1988(ex-8396) wears the "Missouri-Kansas-Texas Proud Heritage"

livery. Unit 1989(ex-8521) wears the "Denver & Rio Grande Western Proud Heritage" livery.

Unit 1995(ex-8522) wears the "Chicago & North Western Proud Heritage" livery. Unit 1996(ex-8523)

wears the "Southern Pacific Proud Heritage" livery. Unit 4141(ex-8423) wears the "George

Bush 41st President" livery. 40 SD70ACe units, numbered 8824-8864, currently

being delivered. These units are 427,000 lbs instead of the standard 420,000 lbs and are

being designated as SD70AH.

International BHP Billiton

10 SD70ACe units, numbered 4324–4333, all were originally intended for BNSF Railway

and purchased by BHP Billiton when on the production line