I think I’ve seen one but I never got a good photo of it.
THat looks like a SD75M or SD70MAC is a newer EMD for sure
The same loco was in town just today, but I was busy and had forgot my camera! 
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!Semper hyperbolica! Catastrophe!
He’s actually right on this. Remember that unlike FGR, EGR requires substantial cooling of what can become considerable mass flow of ‘spent exhaust’, and that at high duty cycle that exhaust gas may peak ‘pre-turbo’ at very high temperature through the first part of the necessarily short EGR tracting.
Meanwhile the engine oil has to be kept relatively cool at all times if it is to have extended service life. There is no faster way to degrade and coke suitable lubricant than to expose it to ~1100F heat flux, so to get any reasonable packaging size in your EGR cooler you will need a fairly high-volume bypass pump (probably combined with the bypass-filtration system) and a high heat-transfer area in the cooler structure.
Engine oil is predominantly a hydrocarbon, and as is well documented if it leaks through turbocharger seals or into scavenge air it will happily burn, overspeed the engine, or blow out volatilized or on fire. Remember that the EGR passages go to the intake manifold, so that when the EGR cooler leaks, the bypass oil will be admixed at elevated temperature and thence introduced to the cylinders with charge air. There is no circumstance in which that will end well.
The 6.0L PowerCerebrovascularAccident engine had an opposite quirk: it put the EGR cooler (coolant-to-gas) in a dedicated coolant line which then went – at elevated temperature – to the HPOP oil cooler for the injectors. When that failed (due in part to actual bubbles in the water flow) you’d get contaminants in the now-coking injector oil (already compromised with soot fines by being drawn from the engine sump) and there would go another $800 worth of injectors.
He removed the hyperbole. Thanks,Harold.