The EMD SD18 followed the SD9 beginning production in the spring of 1960. It utilized one of General Motors' final variants of its original prime mover,
the 16-cylinder model 567D1. This engine could produce 1,800
horsepower (50 horsepower more than the SD9) and was the powerful of
the early six-axle models EMD produced. Also, using GM's D47 traction motors
the SD18 could produce a healthy 67,500 pounds of continuous tractive
effort and more than 97,000 pounds of starting tractive effort.
Interestingly, while the locomotive offered the most starting effort of
any early six-axle model its continuous rating was actually some 8,000
pounds less than the SD9 which offered 75,000 pounds. At just over 60
feet in length the SD18 was the same as its predecessors although it
weighed somewhat more, 195 tons.
While the SD7 and SD9 came relatively standard with the short, high hood
carbody design the SD18 could be purchased with an optional low nose.
Essentially, however, the SD18 looked nearly identical, visually, to its
predecessor models. Despite a sales record that topped out at just 54
units domestically, another 60 were purchased by foreign railroads.
Interestingly, this time the Southern Pacific was not interested in
EMD's latest six-axle locomotive as it did not buy a single SD18 unit.
When the builder had released the SD7 and SD9 the company had purchased
some 192 examples of both, combined. Of course, considering that the
locomotives were used on the SP's steep and circuitous branch lines in
Oregon it quite likely no longer needed any new power to serve those
|Wisconsin & Southern SD18 #1801 appears to be tied up in Janesville, Wisconsin on October 21, 2000.|
The American railroads who would purchase the SD18 included the Bessemer
& Lake Erie (7, numbered 851-857), Chesapeake & Ohio Railway
(19, numbered 1800-1818), Chicago & Illinois Midland Railway (2,
numbered 60-61), Duluth, Missabe & Iron Range (19, numbered
175-193), and Reserve Mining (7, numbered 1226-1232). The foreign
systems to pick up the locomotive included the Rede Ferroviária Federal,
Sociedade Anônima (RFFSA) of Brazil (45, numbered 3401-3445) and the
Korea National Railroad (15, numbered 6001-6015). Production of the
locomotive had ended by March, 1963. EMD actually had better sales with
the SD24 produced at the same time, which sold more than 200 examples
(including B units), likely due to the vast increase in horsepower it
|Chesapeake & Ohio SD18 #7309 rests at the engine terminal in Russell, Kentucky during January of 1983. Note the early standard cab design; a single-piece front windshield and sloped nose.|
In any event, sales for six-axle locomotives would continue to
sputter along for the company until the mid-1960s and the SD40.
You can still find EMD SD18s in service with several short lines
including the South Branch Valley Railroad, North Shore Mining,
DM&IR/Canadian Pacific, Shelly Materials, Larry's Truck &
Electric (in storage), Illinois & Midland Railroad, Northern
Illinois & Wisconsin Railway, AG Processing, Ottawa Valley Railway,
RailLink, and some of the fleet shipped to Brazil continues to be used
in regular service.
EMD SD18 Production Roster
|Bessemer & Lake Erie||851-857||7||1962|
|Chesapeake & Ohio||1800-1818||19||1963|
|Chicago & Illinois Midland||60-61||2||1961-1962|
|Duluth, Missable & Iron Range||175-193||19||1960|
|Reserve Mining Company||1226-1232||7||1960-1962|
|Chessie System/C&O SD18 #7300 is also seen in Russell, Kentucky during January of 1983. The C&O purchased a large portion of the total number of SD18s ever built; 19 acquired in 1963 numbered 1800-1818.|