In the next video, one can see what one of EMDs new family members will look like in Europe. Actually, it’s the result of a joint wenture between Electro Motive and European manufacturer Vossloh España, although the engines is marketed and is present in both manufacturers catalogue. It is known as Euro 4000, with some units being delivered and alrleady in service, such as the one presented here, fighting a 1,8 grade with one of its firts test trains, in the Valencia to Zaragoza line. Here’s the video, wich might sound familiar (its ‘herat’ is an EMD engine :
These units will be produced in both passenger and freight designs, with the only main differences being just technical - freight units limited to 75 mph, passenger units with a top speed of 100 Mph and HEP equipment.
It’s basically an SD70M-2 (with DC engines), or an SD70MAC (when it is equipped with AC engines) with a different ‘shell’, and it will be one of the first locomotive types to be fully certified to be used Europe wide. New private freight railroad companies are the principal clients, with units being delivered to Spain’s Comsa / Cargorail, and Portugal’s Takargo Rail.
makes me wonder why EMD is not offering a passenger model in the US. Stock parts seem to enable US passenger work and the shell is double ended and appears great for US work if not too many FRA mods required/
Actually these engines are a jpoint venture between EMD and Vossloh, with the europeans being responsible for the design. In these case, EMD gets in the game by supplying the internal parts, as it can be seen in the tech leaflets concerning :
Inside these units are pure EMd, but externally they have been designed to meet european standards wich are different in many situations. But that doesn’t mean some adaptations cannot be done. Even EMD shows it as an ‘international’ locomotive : http://www.emdiesels.com/emdweb/products/euro_4000.jsp
As far as adaptations are concerned, one must not forget Amtrak’s ‘Toasters’ wich are a direct and adapted derivative of Sweden’s Rc4 locomotives, or even better and most recently speaking, NJTs newest electric locomotives, wich belong to Bombardier’s universal family, known as Traxx.
Most current passenger sales in the US are sewn up by MPI - and the market is for commuter engines. I do not see a 200 unit order for Amtrak or VIA in the near future. EMD power is in those MP36/40 passenger units, so EMD seems to have taken a ‘supplier’ position in this market. As for freight, they already are selling SD70ACe and it DC ‘-2’ sibling with no problem.
GE has even more business with their ‘GEVO’ line of freight engines. Will we see a new GE passenger engine? - Not unless congress wants to fund an increased Amtrak presence!
As far as EMD goes keep in mind that they are a far smaller organization now than they were when they were part of GM (as is General Motors itself these days!) and there ability to finance developmental projects is not what it used to be. They are happy to supply prime movers and related components to other manufacturers locomotives (MPI obv. but also those new NJ Transit engines which are adapted from a European production passenger loco(designation eludes me)).
GE has done design work on a passenger version of the EVolution series. Cesar Vargas worked on the styling (as he did with the Genesis). I’m not sure how aggressive they’ve been in marketing the design but IINM they have made some presentations (to the MBTA in Mass for one)…
After looking at the spec sheets, I realized that the locomotives are relatively light (125 tons on six axles) and are aimed at the export (non-North American) market. That being said, I don’t know of too many places that would need such a high horsepower locomotive. India and Australia already have EMD licensees so those markets are out. South Africa and China are probably the only real possibilities beyound Europe.