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SD70 2520 in October 2018 The SD70 uses the smaller standard 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, the only difference being the use of the HTCR radial truck instead of the HT-C truck mounted under the SD60. The main spotting feature is the difference in length between the two models - the SD60's 71 feet, 2 inches vs. The SD70's 72 feet, 4 inches. The SD70 also rides higher as its frame is approximately 1⁄ 2 inch (13 mm) higher than the SD60's. This model is equipped with (DC), which simplifies the locomotive's electrical system by obviating the need for computer-controlled (as are required for (AC) power).

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It is equipped with the 4,000 horsepower (3,000 kW), 16-cylinder. One hundred and twenty-two examples of this model locomotive were produced for (NS), (CR), (IC) and (SPCC). 's assets were split between (PRR) and in 1999, and all 24 of Conrail's SD70 units went to NS. Other than the CR paint scheme these units were built to NS specifications and numbered (2557 - 2580) in series with their SD70's. Production of the standard cab at EMD's plant ended in 1994.

The 24 Conrail SD70s were assembled from kits at Conrail's (later NS's) in, and the IC and SPCC SD70s were assembled from kits at Super Steel Schenectady. All SD70s are still in service with Norfolk Southern and (CN), which merged Illinois Central in 1999. In February 2017, NS began a program to convert their SD70s from DC to AC, which will also have a new wide cab, and several other upgrades. They will be designated as SD70ACC. 4352 at Fairbury, Nebraska in July 2014 The SD70M has a wide nose and a large comfort cab (officially known as the 'North American Safety 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 1 cab, which was first introduced on the, and is standard on the and, and the Phase 2 cab, which is a boxier design similar to the original three-piece windscreen on the SD60M, which is shared with the Phase 2 SD90MAC, SD89MAC, and SD80ACe. The Phase 2 cab has a two-piece windscreen like the Phase 1 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. They are capable of generating 109,000 lbf (480 kN) of continuous tractive effort. From mid-2000, the SD70M was produced with -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.

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 (EPA) Tier 1 environmental regulations. Also the truck was replace with HTCR-4, instead of HTCR-I on former model. Production of the SD70M ceased in late 2004 as production of the SD70M-2 model began (the EPA's Tier 2 regulations went into effect on 1 January 2005). 1,609 examples of the SD70M model were produced. Purchasers included, (NYSW; part of EMDX order no. 946531 ), and (SP; now part of the Union Pacific Railroad), but the vast majority were purchased.

An order of SD70Ms made history when ordered 1000 units of the model (UP 4000 through UP 4999, inclusive). This order was later extended by nearly 500 additional units (UP 3999, and below) and (UP 5000, and above). This locomotive model is also built for export, and is still catalogued by EMD (at 4,300 hp or 3,200 kW). Has 6 SD70Ms that were built as an add-on order to UPs FIRE cab equipped SD70Ms.

(CVRD) in has ordered 55 of this model for service in pulling trainloads of. Since CVRD track is at 1,600 mm ( 5 ft 3 in), a wider, the HTSC2, was designed for these units by EMD. Canadian National SD70I Locomotive 5619 in Winnipeg 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 (officially known as a 'WhisperCab'). 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. The WhisperCab feature was incorporated into some SD70MAC and later models.

'White Smiley' SD-70MAC seen in with an train The SD70MAC (colloquially known as a 'Mac' or a '70 Mac') is very similar to the SD70M and SD70I; the main difference being that the SD70MAC uses traction motors. Production of the model commenced in 1993, competing against GE's AC4400CW. 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 (3,000 kW) EMD 710 prime mover while later units are rated at 4,300 horsepower (3,200 kW) and feature -style flared radiators. The Alaska Railroad ordered their locomotives with head-end power to make them suitable for both freight and passenger service. No other railroad ordered this variant. The trucks were replaced with HTCR-4, instead of HTCR-I on former model.

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BNSF Railway SD70ACe no. 8794 coupled to an SD70MAC, providing a good comparison of the two models. The SD70ACe is the successor to the SD70MAC. Introduced in 2004, the SD70ACe was originally designed to comply with EPA Tier 2 locomotive emissions regulations. Beginning in 2012, newly built SD70ACe's were EPA Tier 3-compliant.

SD70ACes are equipped with EMD's 16-710-G3C-T2 prime mover, rated at 4,300 horsepower (3,200 kW); later Tier 3 models are rated at 4,500 horsepower (3,400 kW). Search results for: 'mac mag'. They are rated at 157,000 lbf (700 kN) continuous tractive effort (191,000 lbf (850 kN) starting).

Braking effort is rated at 106,000 lbf (470 kN). Although mechanically similar to earlier SD70 units, the SD70ACe rides on a new underframe and uses mostly new sheet metal above the frame. Electrical cables and air lines have been routed beneath the walkways on opposite sides, allowing easier access for maintenance.

Continuing the designs of the SD80 and SD90 series, 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. The SD70ACe uses the cab design of late-model SD90MAC-H 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 due to excessive cab vibration.

Purchasers included, and shortline. SD70M-2 8880 in in June 2010 The SD70M-2 is a traction version of the SD70ACe, and is nearly identical to the SD70ACe. Production began in 2005. SD70M-2 models are equipped with the 16-710G3C-T2 prime mover which is rated at 4,300 horsepower (3,200 kW). The SD70M-2 was not a big seller, as most major carriers were purchasing AC traction locomotives exclusively by the time of its introduction. Only 331 SD70M-2's were built. Owns 190 units, and 130 units are owned.

8 units owned by and 3 units owned by were leased by until early 2015. Canadian National 8964 was the last SD70M-2, built in December 2010. SD70ACe-T4. Union Pacific SD70ACe-T4 locomotive 3053 The SD70ACe-T4 is the Tier 4 emissions standards-compliant version of the SD70ACe. The first locomotive, EMDX 1501, was built in summer 2015, and made its debut at the Railway Interchange Expo in Minneapolis, Minnesota during the weekend of October 3–4, 2015. It features a new 4-stroke engine called the 'J' series - a V12 with 1010 cu.in displacement for each cylinder.

This new prime mover has a two-stage turbocharger system consisting of three turbos; one turbo (the primary/high pressure turbo) for low-mid RPM and two turbos (the secondary/low pressure turbos) for mid-high RPM. The results of this setup are higher power throughout a broader RPM range, better fuel efficiency, and lower emissions. An EGR system is applied as well, allowing the engine to achieve Tier 4 without the use of urea aftertreatment.

Another new feature of this engine is the Double-Walled Fuel Injection System that increases safety and provides simplified maintenance works. The EMD 12-1010 is capable of producing 4,600 hp, but only 4,400 tractive horsepower. With a new computer software for the on-board computer and one inverter per axle (or 'P6'; EMD named it 'Individual Axle Control') - unlike most of previous EMD locomotives that use one inverter per truck, the SD70ACe-T4 is capable of generating 200,000 lbf. (889.64 kN.) of starting tractive effort, and 175,000 lbf. (778.75 kN.) of continuous tractive effort.

Meanwhile, its dynamic braking effort is as much as 105,000 lbf. (467.25 kN.) The amount of starting tractive effort is equal to that of the 6,000 hp SD90MAC-H while, on the other hand, its continuous tractive effort is higher than that of the SD90MAC-H (175,000 lbf. The units are also equipped with 'radial bogies' which offer increased adhesion and better ride quality.

While it retains the basic SD70 designation, the locomotive has several major new features that set it apart from its successful ancestor such as a vibration-isolated powertrain, and alternator start capability. In addition, it features a newly redesigned cab reminiscent of the earlier SD70M, featuring the classic 'teardrop' windshields first introduced on the in December 1967; new fabricated trucks; a longer frame (76 ft. 8 in / 23.37 m); longer radiators with three radiator fans instead of two; an additional step on the front and rear; and a smoother long hood roofline. Fifteen SD70ACe-T4 demonstrators were built at Muncie, IN by November 2016. Is the first customer to order SD70ACe-T4's. UP 3012-3014, the first production SD70ACe-T4's, were assigned to active service in early November 2016. Union Pacific will acquire 100 SD70ACe-T4's: 12 former demonstrators will be rostered as UP 3000-3011, and 88 production units (3012-3099).

3012-3056 were built at Bombardier's Sahagun, Mexico plant. 3057-3099 will be built at Muncie, IN, following completion of the Tier 4 credit SD70ACe's UP 8997-9096. All UP SD70ACe-T4's will be classified as SD70AH's. EMDX 1501 will remain in ownership as a test bed. SD70ACeP4-T4's EMDX 1603 and 1604 were built and painted as demonstrators for the.

These units have a B1-1B wheel arrangement akin to the SD70ACe-P4. As of August 2018, Norfolk Southern and CSX Transportation have each ordered 10 SD70ACe-T4's. SD70ACe/LCi.

Iron Ore's 4308 & 4373 at Nelson Point yard, in April 2012 The SD70ACe/LCi is a low clearance, export version of the SD70ACe. The LCi in the model designation stands for Low Clearance international as these locomotives are designed to negotiate the tight clearances under the mine equipment. External differences between the SD70ACe and SD70ACe/LCi models include the addition of marker lights, number boards located lower on the nose rather than on top of the cab, windscreen protector panels (to deflect abrasive iron ore when in mid train position), fire suppression canisters, louvre style vents, different horn and subtle differences with handrails. In 2004, ordered a first batch of 14 SD70ACe/LCi locomotives for use on iron ore trains in the region of. It operated in 2015 a fleet of 23 SD70ACe/LCi locomotives beside of 142 standard SD70ACe, from which the newest locomotives are built in 2014. The first member of the class (4300) 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 first batch of SD70ACe/LCi's (4301-4313) was ordered in 2004 and named after sidings on the BHP system. Since it did not have the newer, isolated cab of the second and subsequent batches it was traded in to the supplier for locomotives with newer cab assemblies. The second batch of locomotives (4314-4323) arrived between August and November 2006. An order for a third batch of 13 SD70ACe/LCi's (4334-4346) was placed in August 2007, but such was the demand for locomotive power in the region, a deal was done with for BHP Billiton to purchase ten standard North American SD70ACes (4324-4333) 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 in line with the rest of the fleet.

A fifth batch of SD70ACe's (Numbers 4347-4355) was delivered in July 2009. An additional 18 units (numbers 4356-4373) 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, took the delivery of the first of a fleet of 19, later extended to 21 (701-721). In 2018, some BHP SD70ACE/LCis were sold to Montana Rail Link. Saudi Railway Company EMDX 3025 (behind 3024, 3023, 3017) heading north through in October 2010 The SD70ACS is a 4,500 horsepower (3,400 kW) 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 plant for delivery in the second half of 2010.

Special features include a pulse filtration system, movable sand plows, EM2000 control system and display system. Mauritania's placed a contract for six SD70ACS locomotives in October 2010. In July 2011 ordered seven SD70ACS locomotives for delivery in 2012. SD70ACe-BB In October 2015, EMD started producing SD70ACe-BB locomotives for Brazilian narrow gauge railroads. SD70ACe/45. NS SD70ACU 7305 The SD70ACU was first built by EMD and later rebuilt.

It is originally an SD90MAC (or well known as SD9043MAC) that has been rebuilt to renew its electrical components and replace the cab with the new EMD Phase-II cab to comply with the most recent safety requirements. These locomotives are similar to the SD70ACe model, but the main body features are all reminiscent to the SD90MAC features.

They also have the latest EMD cab that meets current standards. These locomotives also have the Ultra Cab II, locomotive speed limiter (LSL), and cab signals.

100 of the 110 units Norfolk Southern purchased were originally SD9043MACs previously operated by the. The other 10 units were acquired by a trade with Cit Group for MP15DC's. All NS-owned SD9043MACs are slowly being rebuilt by NS at its shops in. As of July 15, 2018, 100 SD70ACU units have been completed and released to active service. Canadian Pacific has also began a program to convert their SD90MAC units into SD70ACUs. SD70ACC The SD70ACC is the latest in Norfolk Southern’s DC to AC conversion program. The first SD70ACC, NS 1800, was rolled out on September 18, 2018 in Altoona, PA.

Originally built in 1994 as EMD SD70 #2537, NS 1800 was rebuilt by Progress Rail’s facility in Muncie, Indiana, to include a new safety cab and electrical upgrades to provide AC traction. NS 1800 was painted with a yellow cab to represent Progress Rail's parent company, Caterpillar.

The unit will work in revenue service across the NS system. Operators North America., operated by. 5 SD70ACe units, numbered 9001-9005. Delivered in May 2013. 28 SD70MAC units, numbered 4001-4016 and 4317–4328. The units numbered 4317–4328 have flared radiators for Tier 1 compliance and are equipped with (HEP) generators for passenger service. 3 SD70ACe units, numbered 70-72.

Units are ex-EMDX 1201-1203. 786 SD70MAC units, numbered 8800–8989, 9400–9499 and 9504–9999.

Unit 8876 was retired and scrapped following a wreck. Units 9400–9716 are ex. 9400-9579 are built without the isolated cab while 9580-9716 are built with the isolated cab.

Some 9500 series MACs were sold to PRLX in 2017. 640 SD70ACe units, numbered 8400-8499, 8520-8599, 8749-8799, 8990-9158, & 9160-9399. 9159 wrecked, rebuilt, and renumbered 8749. 20 SD70ACe-P4's, numbered 8500-8519. 26 SD70I units, numbered 5600–5625.

190 SD70M-2 units, numbered 8000–8024 & 8800–8964. All units are equipped for Distributed Power operation. 4 SD70ACe-P6 units, numbered 8100-8103. Units are ex-EMDX 1206, 1208-1210.

Also set up for Distributed Power operation. 3 SD70M-2 units, numbered 140–142. All are ex-EMD demonstrators. 25 SD70M units, numbered 4675–4699. All are ex-EMD demonstrators.

All units were sold to Progress Rail (PRLX) in mid 2018. Originally 220 SD70MAC units, numbered 4500–4589 and 4701–4830. Unit 4716 wrecked and retired in 2014. Units numbered 4575–4589 are ex- units. 16 of CSX's SD70MAC locomotives (units 4501-4506, 4510-4512, 4516-4520, 4522 & 4523) were sold to, 16 of which went to the and its subsidiary, the (EVWR 4517, 4519 and 4520). PAL repainted three SD70MACs in special livery: one in University of Kentucky Blue & White colors to mark the school's 2012 NCAA Basketball Championship (PAL 2012, ex-4505).

They painted a second unit into University of Louisville Red & White to mark their 2013 NCAA Basketball Championship (PAL 2013, ex-4506). The third special unit, PAL 4522, is also painted in University of Kentucky blue and white, and commemorates all 8 of UK's championship wins. All units are used in regular freight service, between Paducah and Louisville,KY.

20 SD70ACe units, numbered 4831–4850. 4839 retired due to an alternator failure. All retired in 2017 and sold to Progress Rail (PRLX), 4834 vandalized with C&O lettering in April 2018. Leasing.

3 SD70ACe units, numbered 1207, 2012, & 4223. 1207 is an SD70ACe-P4.

1 SD70ACe-T4 unit, numbered 1501. 97 SD70ACe units numbered 4000–4096.

34 SD70ACe units numbered 4100-4133, built in 2015. These units are not Tier 4 compliant and are thus restricted to Mexico. 4119-4133 are assigned to, and are specially equipped with experimental sheet-metal awnings or 'elephant ears' over the radiator air intakes to combat excess heat and enhance engine cooling in the many tunnels through which they must operate. 8 SD70M-2 units, numbered 100–107. All eight units were returned to lessor in early 2015. Former FEC 100 & 102 now 4301 & 4302, respectively. Former FEC 101 & 103 now 431 & 432, respectively.

40 SD70 units, numbered 1000–1039. Units 1006, 1013, 1014 & 1023 were wrecked and retired. 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- (TFM) units. 153 SD70ACe units, numbered 3997–4059, 4100–4129, & 4140-4199. Units 3997–3999 are ex-EMD demonstrators.

75 SD70ACe units, numbered 4060–4099, 4130-4139, & 4200-4224. Units 4200-4224, built in 2015, are not Tier 4 compliant and are thus restricted to Mexico. (formerly Texas Utitilies Generating Co.,TUGX). 2 SD70ACe units, numbered 5308 & 5309. Units are ex-EMDX 1204 & 1205 respectively.

25 SD70ACe units, numbered 4300–4315 & 4400-4408. 80 SD70 units, numbered 2501–2580. Units 2557–2580 are ex- units, but built to NS specifications. 68 SD70M units, numbered 2581–2648. 3 SD70M units, numbered 2797-2799. Units ex-New York, Susquehanna & Western 4050, 4052, 4054. Acquired in September 2014.

130 SD70M-2 units, numbered 2649–2778. 175 SD70ACe units, numbered 1000–1174. 1065-1074 painted in special historic 'heritage' schemes honoring important NS predecessor roads. 100 (eventually 110) SD70ACU units, rebuilt from Ex-UP and Ex-CIT SD90MACs. Other units are in service as SD9043MAC's or are stored. 1 SD70ACC unit, rebuilt from ex-NS SD70. 2 SD70M-2 units, No.

4301 and 4302. See the section for. 23 SD70ACe units, numbered 501–523. Units 501-507 were built in December 2009; 508-513 were built in August 2011; and 514-523 were built in December 2012. 2 SD70ACe-P4 units, numbered 7001 & 7002.

Units are ex-EMDX 1211 & 1212. 1,452 SD70M units, numbered 2001-2002, 3778–3984, 3986-4140, 4142-4689, 4692-5231 (Nos. 2001-2002 are ex 4690-4691, 3778 is ex 4141, and No. 3985 is occupied by steam locomotive ). Unit 4014, along with 4884, was given the honor of escorting UP's 4-8-8-4 move to Cheyenne for restoration, and eventual return to the active roster. To avoid confusion, the 'Big Boy' was renumbered UPP 4014. Units 4530, 4545, 4687, 4811, 4855, 5070, and 4929 were wrecked and retired from service.

Units 3974-3984 & 3986-3999 are ex- 9800-9824. 518 SD70ACe units, numbered 1982, 1983, 1988, 1989, 1995, 1996, 8309-8378, 8380-8382, 8384-8395, 8397-8422, 8424-8823.

The 19 xx units comprise Union Pacific's 'Heritage Fleet'. Unit 1982 (ex-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 (1st)) wears the 'Denver & Rio Grande Western Proud Heritage' livery. Unit 1995 (ex-8522 (1st)) wears the 'Chicago & North Western Proud Heritage' livery.

Unit 1996 (ex-8523 (1st)) wears the 'Southern Pacific Proud Heritage' livery; and was the locomotive to pull the 'Big Boy' from its resting place at Pomona, CA. Unit 4141(ex-8423) wears the 'George Bush 41st President' livery. Numbers 8521-8523 were re-issued to subsequent new locomotives.

273 additional ACe units, numbered 8824-9096, were built in 2014 and 2016. Classified by UP as SD70AH's they are ballasted to 428,000 lbs. Instead of the standard 420,000 lbs.

8824-8996 were built in 2014, and Tier 4 credit units 8997-9096 were built in 2016. Unit 1943 (ex-9026) painted in a special paint scheme to honor U.S. 100 SD70ACe-T4 units, numbered 3000-3099.

When testing on other carriers is completed, former EMDX demonstrators 1502-1505, 1601, 1602, and 1605-1610 will become UP 3000-3011. UP 3012-3099 will be the first production units of this model. EMDX 1501 will be retained by as a test bed unit. EMDX 1603 and 1604 are 'P4's' destined for. 2 SD70M-2 units, No. See the section for.

Leasing (PRLX). 14 SD70MAC units, numbered 9551-9564, all units are ex- and later. Units are currently on lease to. 19 SD70ACe units, numbered 4831-4850, all units are former. Units are currently on lease to and Railway. 24 SD70M units, numbered 4675-4699, all units are former and are also former EMDX demonstrators 7000-7024.

Units are currently on lease to. International.

19 SD70ACe units, numbered 4324–4333 and 4347-4355. 4324-4333 were originally intended for and purchased by BHP Billiton when on the production line. 173 SD70ACe/LCi units, numbered 4300–4323, 4334-4346 and 4356–4491 Some sold to MRL upon import to the U.S. Ordered 7 SD70ACS units. 6 SD70M units, numbered 1052-1057. 21 SD70ACe/LCi units, numbered 701-721.

Ordered 6 SD70ACS units. 25 SD70ACS units. 2 SD70 units, numbered 60 & 61. Assembled in April 1999, these were the last standard or 'spartan' cab units produced by EMD, and were built as an add-on to SD70's 1020-1039, even matching their specifications. (EFC) -.

55 SD70M units, numbered 701-755, (wide gauge 1,600 mm ( 5 ft 3 in)). 27 SD70AC units, numbered??-??, (wide gauge 1,600 mm ( 5 ft 3 in))., now. 7 SD70ACe/45 units, numbered 618-624, (wide gauge 1,600 mm ( 5 ft 3 in)).

21 SD70ACe/45 units, numbered 9553-9573, (wide gauge 1,600 mm ( 5 ft 3 in)), operated. 62 SD70ACeBB units, numbered 8332-8393, (narrow gauge 1,000 mm ( 3 ft 3 3⁄ 8 in)), operate on the lines of. An additional 16 locomotives should be delivered in the first half of 2017. 52 SD70ACe/45 units, numbered??-??, (wide gauge 1,600 mm ( 5 ft 3 in)), operate on the lines of.

Demonstrator manufactured in Brazil. 3 SD70ACe units, numbered 7044-7046, (wide gauge 1,600 mm ( 5 ft 3 in)). 2 SD70ACeBB units, numbered 8795-8796, (narrow gauge 1,000 mm ( 3 ft 3 3⁄ 8 in)) Gallery.

In reference to business, the terms Tier 1 and Tier 2 usually refer to the manufacturing industry. The relationship between the original equipment manufacturer (OEM) and its tiers is crucial to the goal of creating - and in some cases - selling its products. There can be multiple tiers, and all are connected in a supply chain of command to the OEM - from the largest to the smallest number in the chain. In other words, Tier 2 companies supply Tier 1 companies with the products needed. Every step of each company must go through rigorous quality assurance tests, as well as compliance with federal and company-based business standards. Why the Supply Chain? It is far more cost effective for several companies to specialize in making certain components than for one company to generate and market products end-to-end.

With Tier 1 or Tier 2 companies zeroing in on one aspect, they can make sure to get the best experts and equipment for that job. Government regulations also exist that mandate using tiers - in the sense that each company is sanctioned for the product it produces and knows best how to adhere to federal or local regulations for it. What Is Tier 2? Tier 2 companies are the suppliers who, although no less vital to the supply chain, are usually limited in what they can produce. These companies are usually smaller and have less technical advantages than Tier 1 companies. If they are the first link in the supply chain, they start the ball rolling for the OEM’s final product, which means they really are vital to the speed of production. Tier 2 companies also must be rigorous in safety and standards compliance, because if something isn’t right, then it cannot go on to Tier 1.

What Is Tier 1? Typically, Tier 1 companies offer the most advanced processes in the supply chain. This is the final step before the product reaches the OEM who may complete the product or simply get it ready for distribution by organizing shipment, marketing the products, or whatever is needed to get the product to the end user. A Tier 1 company eliminates the middleman for the OEM.

Such companies have the strongest credibility with the OEM, as they companies must have proven themselves to be a company that can generate reliable components on time and with strict adherence to safety and standards procedures. An OEM may have many more tiers than this, but the relationship between Tier 1 and Tier 2 companies shows how all of them operate — Tier 2 generates and supplies Tier 1 with the products it needs to generate and supply the OEM with what is needed for the final products. The supply chain is only as strong as its weakest company link, so having healthy business practices is important for every tier to keep in operation.