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The Electro-Motive Diesel SD70ACe

Electro-Motive Diesel’s new SD70ACe debuted in 2005 and is not only the main competition to General Electric’s Evolution Series™ of road-switchers but also meets the EPA’s Tier 2 requirements for diesel locomotive emissions. Although the SD70 series, which was first cataloged by the company in 1992, has never been able to regain EMD's dominance as the number one locomotive builder it was still a very successful design with a few thousand different versions of the model operating around the country today. The SD70ACe carries on the success of variants like the SD70MAC and SD70M (which sold more than 2,700 examples combined), as EMD has outshopped more than 1,000 examples since the locomotive debuted. Today, the locomotive can be found in operation on every Class I except Canadian National (which rosters the variant design, SD70M-2). Additionally, even regional Montana Rail Link has purchased sixteen of the locomotives and may order more as power requirements are needed.

The EMD SD70ACe, as with General Electric's Evolution models, were born out of a requirement by the EPA that newly locomotives meet the agency's new "Tier II" standards for diesel admissions. In the case of GE its new GEVOs utilize a 12-cylinder prime mover that also captures diesel exhaust and captures it as energy in storable batteries to reuse later. While EMD has not yet achieved such technological advances with its locomotives the SD70ACe is still holding its own and is a fine design. Rated at 4,300 hp, the SD70ACe is essentially a more environmentally friendly version of the builder’s SD70 series and features EMD’s 16-cylinder model 710G3C-T2 engine, along with upgraded computer systems, electronics, and the builder’s famous self-steering trucks (the HTCR-II).

The HCTR-II is a significant reason why EMD products continue to sell so well despite the fact that the company lags quite a ways behind GE in research and development. The HTCR-II was created during the 1990s and first equipped on the original SD70 designs. It uses computer software to steer itself into oncoming curves which greatly reduces the wear on both truck, axles, and the track itself. While not quite as successful, to date, as GE’s Evolution Series™ sales nonetheless have been brisk. Hopefully with Electro-Motive Diesel, now part of the Progress Rail Services Corporation (itself owned by Caterpillar, Inc. will one day again become either leader of the locomotive or industry or offer GE serious competition in the market.

While the EMD SD70ACe does use the same basic carbody of the SD70 series part of its design is inspired by SD80MAC of 1995. Although the '80MAC (also known as the "Conrail Cadillac" because it was the only railroad to purchase the locomotive) did not sell particularly well EMD rearranged some of its features on the longer frame. Not only was it the first model of the company's to feature the flared rear radiator (common on GE models since the 1970s) but EMD also moved its dynamic brakes from directly behind the cab to the very rear of the locomotive. This new design feature was used on the later SD90MAC and kept with the SD70ACe as well.

EMD also offered one notable variant of the locomotive for North American lines, the SD70M-2. This locomotive was essentially the DC version of the SD70ACe employing General Motors' model AR20AB generator instead of the TA17/CA7A alternator. Thus far the locomotive as been ordered by Canadian National (numbered, 8000-8024, 8800-8874), Norfolk Southern (numbered 2649-2778), and Florida East Coast (numbered 100-107). Additionally, EMD's three demonstrators of this variant went to CIT Financial as leasing units. Dimensionally, the SD70ACe is 74 feet, 3 inches length or about six feet shorter than the SD80MAC and SD90MAC. Its tractive effort ratings are very comparable to the GEVOs; 191,000 pounds starting (slightly more) and 157,000 pounds continuous (slightly less).

There are also a few international variants of the model known as the SD70ACe/Ic and the SD70ACS. The former was purchased by BHP Billiton of Australia with a lower height profile to clear low hanging obstacles. The latter design was developed for arid desert enivronments and has been purchased by Saudi Railway, Mauritania's Société Nationale Industrielle et Minière, and he Etihad Railway. The table below lists those railroads and companies which have purchased SD70ACes and SD70M-2s, including a few regional railroads:

· BHP Billiton Iron Ore: SD70ACe – 10

· BNSF Railway: SD70ACe – 270

· CSX Transportation: SD70ACe – 20

· CVG Ferrominera Orinoco: SD70ACe – 7

· Etihad Railway: SD70ACS – 7

· Ferrocaril Mexicano (Ferromex): SD70ACe – 20

· Kansas City Southern: SD70ACe – 185

· Mauritania's Société Nationale Industrielle et Minière: SD70ACS – 6

· Montana Rail Link: SD70ACe – 16

· Norfolk Southern: SD70M-2 - 130, SD70ACe - 100

· Quebec North Shore & Labrador: SD70ACe – 7

· Saudi Railway : SD70ACS – 15

· Transportacion Ferroviaria Mexicana: SD70ACe – 15

· Union Pacific: 369 (Of note, units 1982, 1983, 1988, 1989, 1995, and 1996 wear a special “Heritage” livery denoting each large railroad that has been merged into UP since 1982.)

For technical data regarding the EMD SD70ACe series please click here. Lastly, for information about EMD's SD series please refer to the chart below.

Please Click Here To Return To The Main Diesel Locomotives Section

Electro-Motive Division's "Special Duty" Road Switchers

Model Type	Units Built	Date Built	Horsepower
SD7	188	1952-1953	1,500
SD9	471	1954-1959	1,750
SD18	54	1960-1963	1,800
SD24	179 A Units/45 B Units (Calfs)	1958-1963	2,400
SD28	6	1965	1,800
SDP28	5	1966	1,800
SD35	360	1964-1966	2,500
SDP35	35	1964-1965	2,500
SD38	53	1967-1971	2,000
SDP38	40	1967	2,000
SD38-2	81	1972-1979	2,000
SD39	54	1968-1970	2,300
SDL39	10 (Built For The Milwaukee Road)	1969-1972	2,300
SD40	1,275	1966-1972	3,000
SD40-2SS	5	1978	3,000
SD40X	4	1979	3,500
SDP40	20	1966-1970	3,000
SD40-2	3,957	1972-1986	3,600
SD40T-2	310	1974-1980	3,600
SD45	1,260	1965-1971	3,600
SD45X	7	1970-1971	4,200
SDP45	52	1967-1970	3,600
SD45-2	136	1972-1974	3,600
SD45T-2	247	1972-1975	3,600
SD50	361	1981-1985	3,500
SD50F	60	1985-1987	3,500
SD60/F/I/M/MAC	1,138	1984-1995	3,800
SD70	120	1992-2003	4,000
SD70M	1,646	1992-2003	4,300
SD70I	26	1995-2003	4,000
SD70MAC	1,124	1995-2003	4,000
SD70ACe	1,010	2003-Today	4,300
SD70M-2	130	2003-Today	4,300
SD75M	207	1994-1996	4,300
SD75I	207	1994-1999	4,300
SD80MAC	30	1995-1996	5,000
SD90MAC	40	1995-1996	6,250
SD90MAC-H	70	1995-1996	6,250
SD90-43MAC	410	1995-1996	4,300

For more reading on EMD locomotives consider the book EMD Locomotives from author Brian Solomon. Solomon's book highlights the history of EMD from its earliest beginnings in the 1920s, to its phenomenal successes in the mid-20th century, and finally its decline into second spot behind General Electric in the late 20th century and eventual sale by General Motors in 2005. The book features 176 pages of EMD history and is filled with excellent photography and illustrations.

Another book that covers modern diesel locomotives is Locomotives: The Modern Diesel and Electric Reference by author Greg McDonnell. Mr. McDonnell's book is much larger in scope than Modern Diesel Locomotives, covering newer diesels and electrics on nearly 250 pages which are packed full with excellent photography, illustrations, and diagrams. The book has received superb reviews by readers and is perhaps the best current work out there covering the topic. If you're interested in perhaps purchasing either (or both) of these books please visit the links below which will take you to ordering information through Amazon.com, the trusted online shopping network.

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