Know Your Union Pacific EMD Locomotives

There's something about being able to identify a locomotive. Perhaps being able to identify something allows a person to connect with the subject. This was a big deal in the days of steam when spotting a specific engine class could tell you not only what railroad, but whether it was a brand new lighwogjtstreamliner or a thundering Pullman heavyweight behind her. Today, identifying diesel locomotives in main line service isn't always simple matter.

For a complete guide on identifying locomotives,
this is probably your best bet! Schraders / Library

On one hand, when I first started trying to figure out the make and model out on the Moffat Route and elsewhere, there were EMD locomotives and GE locomotives. I quickly figured out a fast rule of thumb: The GE's always seemed to have an exhaust on the roof, usually in the middle of the hood section. These days, the exhaust is even easier to spot. I just look for the fluted aluminum stack sticking up about a half-foot above everything else. If it's there, it's a GE loco rather than an EMD.

On the other hand, Identifying the model of a locomotive isn't as simple as a quick look. While it's relatively easy to tell the difference between a GE and an EMD locomotive, it's significantly more complex a task to determine the model.

This isn't a comprehensive guide. There are books like Greg McDonnell's 2008 guide that are much more researched. However, there is a fairly consistent means of identifying the two most popular, state-of-the-art models by EMD that are in use on the Union Pacific railroad (as well as BNSF). It involves examining the radiators.

Click to enlarge. Photo collage by Alan Radecki (CC 2.5), Identification and graphics by Colorado Railroads

As you can see, the three different versions on top are all considered SD70Ms, and the fourth is the Tier 4 compliant SD70ACe. The 3 bottom locomotives all have flared radiators, but only the ACe's have space between the radiators and the end of the hood.

As late as 2004, EMD produced the previous version of the SD70s AC version, the SD70MAC, which might better explain the disparity in suffixes of the EMD model numbers.

Deciphering the EMD Model Numbers

SD stands for Special Duty because it was anticipated that this design would see only limited use as opposed to General Purpose (GP) road switchers. While GP locomotives have 4 axles, SD series have 6 axles, 3 per truck, with each axle powered independently. The notation for this by AAR standards is C-C. As far as it being Special Duty, EMD no longer produces any of the GP series.

70 indicates the place in the series. As a rule, EMD numbered SD series on the 5s, but skipping 55 and 65. Since SD70, EMD filled SD75 and then SD80 and SD90 series in short succession, but the latter 2 were non-starters with design shortfalls. The SD70, like the SD40, has built a reputation for reliability.

M was applied as a suffix applied to comfort or safety cabs when they were the option and not standard. When the SD70M was introduced, the standard cab was the short hood, low nose design from the early days of EMD locomotives. Today, the situation is reversed, with any company that wants one to specify the Spartan cab. So far, the Spartan has but few takers.

AC Initially, all diesel electrics functioned using Direct Current (DC) produced by a prime mover as two phase AC and then rectified to DC. Today's AC units change that DC electricity to three-phase AC. This solves some problems that have dogged DC diesel-electrics for years.

e eco-system friendly, specifically "EPA Tier-3 emissions certified" as EMD says on their site.

One last thing...

Incidentally, I've appreciated Union Pacific's long-standing choice of the American flag for the side of it's locomotives. Sure, it's not a big leap from the UP shield to the flag, but being an American (and especially a Coloradoan) is particularly important to me.◊

Could I-25's Woes Be Improved By 2014?

Yes, says a Colorado Springs' Independent article about CDOT's desire to improve the I-25 corridor with a multimodal approach.

According to the article, since the demise of FREX last year under Colorado Springs' Mayor Steve Bach, the traffic on I-25 has gone from so-so to so-not-moving. Could CDOT assist with a regional solution? Under 2009's FASTER legislation, yes it can, but only if funding and state supporters jump on board.

Lest we believe CDOT's rail proponents exclusively, a northern Colorado CDOT official's gripe about fixing roads before rail can be heard clear from Fort Collins. Nevermind the subject's withering truck traffic load.

Thanks to the Colorado Rail Passenger Association for these links.◊

Englewood Selling Its Santa Fe Station

Editor's Note: A cold, chronic illness symptoms, and Christmas shopping have had the cumulative effect of blocking at least two major posts and a few POTDs from reaching you this week. I hope to get them out this weekend.

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"Anyone want to buy, renovate and use a historic train depot?" So begins an article from the Englewood Herald.

Rio Grande 463 Scheduled to Return In 2012

The Monte Vista Journal did an article that serves as an update on Mudhen 463, under restoration in the San Luis Valley. The Friends of the Cumbres & Toltec Scenic have set March 31, 2012 as the completion date, despite the restoration requiring more work than anticipated, resulting in a $240,000 shortfall. Hopefully, next season sees the smallest and oldest of the surviving 2-8-2 Mikados back on the rails!

Fires Cripple Two of Colorado's Scenic Railroads

Fires in two separate locations are causing major disruptions during the summer. The Royal Gorge Route has canceled trains due to a wildfire in Parkdale. More significant is the disruption caused by a fire at Lobato for the Cumbres & Toltec Scenic.

State Lawmakers Kick Coal When Its Down

Not only could this bill passed by our wonderful, Democratic state senate cut coal miners in our state, but also cost more railroad jobs when we're already in a massive recession. According to the Association of American Railroads, ton-mile volumes in 2009 dropped 15% compared to the same month 2008. Only 1938 and 1949 rival such a decline. "And that's compared to 2008, not exactly a stellar year itself," according to Roy Blanchard in Trains Magazine, (May 2010 pg 6). Further research with AAR reveals that nationally, February's coal carloads dropped 10% when compared with February last year.

Clearly, our lawmakers have an impeccable sense of timing.

How Amtrak Stole Denver's Ski Train

Denver, we have a problem. Your ski train may be grinched right out from under your Christmas tree.

The Ski Train Is Coming!

With enough effort and time, the improbable becomes the probable.

Union Pacific Railroad has agreed to allow a new Ski Train, between Denver Union Station and Winter Park, run by Amtrak and likely using Rio Grande Scenic Railroad equipment owned by the San Luis and Rio Grande, part of Iowa Pacific. Although the agreement between Amtrak and Iowa Pacific has yet to be completed, it appears that the biggest hurdle, an agreement with UP, has been cleared. Denver Union Station Planning Authority plans to accommodate Amtrak traffic at a temporary terminal north of the current station. The Denver Post reports the details.