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The EMD (Electro Motive Division) SD70ACe (often nicknamed "Ace" or "The Ace" by most railfans, builders, and employees) is a type of six-axle, 16-cylinder, 4,300hp AC-traction diesel-electric locomotive which was first introduced in 2004 (the prototypes built the previous year), and has been in production since 2005 as a replacement for the SD70MAC. Although the original SD70 Series line; including the subsequent SD70ACe, were initially expected to end domestic production by 2015 as a result of the 710 engine line and subsequent 710 engine model (16-710G3C-T3) having failed to meet Tier 4 emissions regulations, the new EMD 1010J-equipped SD70ACe-T4 prototype was unveiled during the 2015 Railway Interchange rail expo in the twin cities region of Minnesota, and furthermore rebounded the line and subsequent locomotive model. But as of 2015, the Tier 3-compliant model is available for export only, while specialty variants (such as the SD70ACe-BB) are currently in production. 

Union Pacific (UP), BNSF, Ferromex (FXE), CSX, KCS (Kansas City Southern), Montana Rail Link (MRL), ALL (América Latina Logística), Quebec North Shore & Labrador (QNS&L), Norfolk Southern (NS), and CN (Canadian National) are among some of the many customers thst have ordered the model.

Union Pacific (UP) and BNSF currently have the largest fleets of the model. Despite having the smallest fleet of every Class 1 owner (besides CN), CSX was actually the first to order the model since the railroad received a supplemental an order for 20 units in March 2004 following completion of 55 SD70MAC (SD70AC) units built months prior.

The EMD SD70ACe (as well as the actual SD70 Series) was also the last completely new diesel locomotive model to be built and assembled in EMD's LaGrange, Illinois plant, the last to be built or manufactured in their London, Ontario shops, the first to be assembled at EMD's San Luis, Potosí facility, and the first to be built or manufactured in their Muncie, Indiana facility (basically, being one of the only domestic models to be built in three main locations since production).

As of 2015, Tier 4 Credit (T4C) locomotives are available for purchase specifically for Class 1 railroads that have earned credits toward purchasing new Tier 4-compliant locomotives. UP have since received numerous batches of Tier 4 Credit SD70ACe units between 2016-2018, and are classed as "SD70AH" by the railroad.

History[]

The EMD SD70ACe is essentially a more technologically-advanced version of the SD70MAC, and was intended to be a more energy-efficient, Tier 2-compliant replacement of the pre-existing 4,300hp SD90MAC (more specifically, SD9043MAC, both which are rated at the same amount of horsepower and utilize a similar model of 710 series engine). Although initially having a unique external design, it utilizes stock HTCR Radial or HTSC NonRadial BogieTrucks, as well as the more angular fuel tank present on some previous models.

EMD SD70ACe Test Train

An early SD70ACe test train (with one of its predecessors, the SD60) at EMD's Pueblo, Colorado testing facility.

The model itself was ultimately built and designed to follow the US EPA's strict "Tier 2" low-emissions policy which took affect in January 2005, and was developed in response to accomodate the rising fueling costs and reduce harmful carbon emissions by reducing fuel consumption, emitting less exhaust fumes/emissions, as well as reducing engine maintenance to further reduce operating costs.

Unlike the previous generation of locomotives from the same family, EMD opted to get ahead of the game by building four pre-production testbeds (GM 70-73) at their LaGrange, IL facility and aimed to beat the 2005 EPA mandate by advertising its successful EM2000 control system, Gen2 FIRE, and Wabtec FastBrake electronic braking system that constituted towards revitalizing the SD70 line and further beat GE to the punch in terms of features and buying options to warrant a purchase from Class 1 railroads. However, in 2003, as a result of financial difficulties from parent company GM, EMD was undergoing auction to a new owner: Greenbier Equity Group. Furthermore, production of the model was delayed due to layoffs at EMD's LaGrange and London plants. As a result of said setbacks, EMD was unable to fully promote and demonstrate the SD70ACe in time to various host railroads; despite the four testbeds having been completed and demonstrated much earlier than anticipated in April 2003. Because of said development issues, the SD70ACe didn't officially begin full demonstration tours until the Fall of that same year, leaving them several months behind of the already stiff competition from GE, which completed 52 company-owned testbeds that were deployed between 2002-2004 (two of which were official company demonstrators). Thus, GE's completed "GEVO" Evolution Series ES44AC testbeds began their demonstration tours to host railroads and the general public in Summer 2003, though the testbeds suffered electrical issues that led to them being sidelined temporarily until Spring 2004. However, during the timeframe of GE's dormancy, production of the SD70ACe soon began in early 2004 with an order of 20 units delivered to CSX as a supplement for the SD70MAC units the road received a month earlier, which then gave time for GE to further troubleshoot and improve the minor technical difficulties revolving around the ES44AC. However, CSX crews weren't too enthusiastic with the SD70ACe's performance. One notable compliant was that the cab design generated loud rattling noises and failed to insulate annoying and otherwise distracting exterior noises (such as engine, traction motor, and surrounding trackside noises). Such flaw earned the model the nickname "Thunder Cab", and gave EMD a poor reputation which allowed GE to gain the lead once again.

In spite of the "Thunder Cab" fiasco, railroads such as KCS, UP, and BNSF still had high interests in purchasing SD70ACe's for use in heavy-haul applications. KCS (being a loyal EMD partner) took delivery of BNSF received a batch for their heavy-duty coal drag service to aid their beloved SD70MAC units; regardless of the cab design. UP on the otherhand, considered ordering a large quantity to supplement their active SD70M fleet, and to retire several of their aging EMD units they inherited from previous mergers. Said railroads have also ordered "isolated" cabs as a feature for subsequent later orders of units (the previous "I" designation like the one used for the SD70I, is not used, however). 

As of 2015, the SD70ACe is still currently in production, though the main model is available for foreign export only (except for Tier 4 credit units), for it fails to meet Tier 4 requirements and regulations implemented by the EPA; despite having been Tier 3-certified several years prior in 2011. In recent news, Ferrosur (a Ferromex subsidiary) recently received the last of the 15 SD70ACe units ordered between September 2014 and July 2015. Said units are equipped with distinct panels mounted between the railing of the frame and air intake section, and are meant for tunnel operations (drawing cool air more effectively into the air intakes and blocking dust and other particles from entering). The newly-manufactured Tier 3-compliant diesel locomotives are further prohibited for operating within American borders or on US soil, yet rebuilds or remanufactured locomotives meeting Tier 3 requirements are exceptional for domestic use. 

Its main rival, the GE ES44AC, outsold the model in terms of sales and popularity, but kept EMD in the locomotive market.

Production Facilities[]

The model is also one of the few domestic American diesel-electric locomotives to be assembled in multiple nations for American-based customers, to which the vast majority of units were assembled in Canada while several others were assembled at EMD's Mexico assembling facility (San Luis Potosí) for railroads like NS and UP. In other words, the SD70ACe was the first domestic model to be assembled internationally for domestic-based customers; although models like the SD60, GP60, and so-forth were primarily assembled in London, Ontario between 1986-2011. The reason being, is that GM began outsourcing jobs from LaGrange in the 1980s in favor of paying Canadian workers lower wages and having reduced benefits in contrast to unionized American workers (prior to NAFTA). Therefore, domestic-built models were primarily assembled or built in Canada from the mid-1980's unti the CAT merger in 2010 when the company expanded to Mexico and South America while revitalizing manufacturing jobs to the US by opening the new Muncie, IN facility in 2012. NS assembled the last domestic-built Tier 3-compliant SD70ACe units at the road's Altoona Works from late 2014 to early 2015. Ironically, they were the only other "true" domestic units built since the vast majority of domestic units built for American customers were built in Canada at EMD's former London, Ontario GMD (GMDD) facility throughout most of the entire duration of the model's production. Most other domestic units were either assembled or completed at LaGrange, Super Steel Schenectady, Coast Engine and Equipment Co. (CEECO), among various other facilities scattered across the continent as a result of limited shop capacity at London. 

The SD70ACe was the last locomotive model built by EMD under GM's ownership, the first under their rebranded "Electro-Motive Diesel" name (under Greenbier), and the first under CAT's.

SD70M-2[]

EMD SD70M-2 Demo

One of the SD70M-2 demonstrators demonstrating its capabilities in Pueblo, CO.

The SD70M-2 (previously known as the "SD70DCe" during the early stages of development) is an externally-similar diesel locomotive model and is the SD70ACe's DC-traction counter-part. It was built in response to GE's once-popular ES44DC (before the ES44AC became the preferred choice for railroads later on following the Great Recession). Many have also been built, yet the model has since been discontinued due to low popularity as Norfolk Southern (NS), Florida East Coast (FEC), and Canadian National (CN) were the only customers to purchase the model. CEFX (CIT Financial) also acquired 3 ex-EMDX demonstrators in 2006, but are only a minor notable exception.

As of 2011, NS has decided to purchase more AC-traction diesel locomotives in favor of traditional DC-traction models due to the high cost of diesel fuel and AC-traction locomotives have greater wheel adhesion at slow speeds making them ideal for slow, heavy-duty service and are now more cost-effective in comparison to DC-traction models. Furthermore, they have converted 52 of their standard-cab SD70 units into SD70ACC's and since retired the SD70M-2s.

The name itself was originally meant to serve as an upgraded version of the original SD70M, yet the SD70M-2 (as stated) is simply a DC-traction counter-part of the SD70ACe. Prior to the model's debut, it was briefly known as the "SD70DCe", for GM 74-76

SD70ACe-P4 and SD70ACe-P6[]

During 2012 and throughout 2013, EMD (with collaborative efforts from their Muncie, Indiana manufacturing team) began to experiment and successfully develop new innovative technology for North American motive power by developing a diesel-electric locomotive model with a new axle arrangement (SD70ACe-P4) and a model with the ability to control each traction motors' axles individually or independently (SD70ACe-P6).

BNSF 8500

BNSF #8500: one of 20 SD70ACe-P4 units converted from an SD70ACe (note the seam indicating the isolated cab).

Developed in response to GE's A1A-trucked ES44C4 model, the company collaborated with BNSF to develop the SD70ACe-P4: the first domestic North American diesel locomotive to ever include a unique B1-1B axle arrangement, which was intended to provide better weight adjustment with the powered axles, higher gear ratios, and to increase tractive effort in contrast to existing and preceding SD70ACe units. 2 were built (EMDX 1211 and EMDX 1212) following EMD's proposal in late-2012; which consisted of a plan that involved BNSF converting 10 of their existing SD70ACe units into new SD70ACeP-4 testbeds. Although the SD70ACe-P4 was revolutionary with its introduction of said unique axle arrangement: having four powered axles and two unpowered axles (the axles facing opposite ends of the fuel tank are powerless, while the rest are powered), it unfortunately didn't prove to be too favorable with BNSF, even after successful tests and demonstrations on their otherwise desolate Raton Pass Subdivision in Colorado the following year. Though, the railroad proceeded to develop the proposed 10 testbeds. As of late-2014, however, an additional 10 were built and now make up of a total of 20 SD70ACe-P4's (BNSF 8500-8519). Yet because of financial issues along with technical difficulties, lack of popularity, and the recent EPA Tier 4 emissions policy coming into effect, the idea to mass-produce the SD70ACe-P4 has been entirely scrapped. As of late-2014, Tacoma Rail received two former P4 demonstrators for a 5-year lease from EMD.

CN 8100 SD70ACe-P6

CN #8100 (an ex-EMDX SD70ACe-P6 demo unit) as of today.

During late-2013/early-2014, EMD began lease four of their new SD70ACe-P6 demonstrators to CN (EMDX 1206, 1208-1210; renumbered CN 8100-8103) and converted some of the existing Tier 3 SD70ACe demonstrators (including some of the "P4" testbed units previously built) to include a new feature: individual axle control, or the ability to control each axle individually to improve tractive effort, wheel adhesion, and balance the weight distribution of the unit(s) powered axles leading the overall train. Said units are equipped with a newer variant of the HTCR-II Radial BogieTruck, along with the software and hardware to accommodate said features. 

Both the SD70ACe-P6 and P4 models have generated no major orders for domestic roads. Only the converted units from BNSF and ProgressRail have seen active service. 

SD70AH[]

Currently, the Union Pacific (UP) has been receiving orders for newly-designated SD70ACe units known as the "SD70AH". Said units are weighed similar to CSX's GE ES44AC ("ES44AH") and EMD SD70AC units, and are classified in a similar fashion as well; weighing at approximately 427,000 lbs. as opposed to 420,000 lbs. Though, the diesel's have slightly larger cabs to provide better insulation, weight distribution, and crew safety similar to the various GEVO ("C45AH") units produced from GE that were delivered during the same time.

SD70ACe-T4 "Tier 4"[]

Beginning mid-2015, EMD unveiled a new Tier 4-compliant version of the existing SD70ACe model which debuted at the Twin Cities Rail Expo in Minnesota. Equipped with the new 12-1010J engine (modified from the existing 12-265H) and HTCR-6 truck design, the SD70ACe-T4 is EMD/Progress Rail's response to GE's Tier 4 GEVO lineup. Despite a previously slated 2017 release, the locomotive model was completed early as a result of collaborative efforts with customers. 10 demonstrators

EMDX 1501

EMDX #1501: the SD70ACe-T4 demonstrator.

were completed by mid-2016, while 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. UP 3012-3014 were the first production SD70ACe-T4 units built.

In 2019, CSX received 10 SD70ACe-T4 units classed as "ST70AH" (CSX 8900-8909). The unusual designation indicates that they are built to similar specifications like the GE ES44AH and EMD SD70AC. As of July 2023, the lease was expired and they were sent back to Progress Rail (PRLX).

Concurrently at LaGrange, EMDX #91 (one of the two former SD90MAC-II testbeds) is now serving as a mechanical testbed for the 12-1010J engine fitted with the SD70ACe-T4.

Said units are also equipped with individual axle control like that of the SD70ACe-P6.

Versions[]

Several additional variants or versions exist as well:

  • SD70ACe/Ic - Australian version built for use on BHP's Pilbara ore trains.
  • SD70ACS - Saudi Arabian variant which features a special cooling system used for operating in extreme heat conditions for use in desert environments.
  • SD70ACe/LCi - Australian variant built for use on Fortescue Metals Group Ltd. ore trains.
  • SD70ACe/45 - Brazilian or Latin American variant built for broad-gauge usage.
  • SD70ACe-T4 - "Tier 4" variant of the SD70ACe equipped with new EMD 1010 series engine.
  • SD70ACe-BB - Combined four-axle (B-B+B-B) narrow-gauge version built for use in Brazil to meet loading restrictions; intended to further replace GE BB40-9W.

Name Designation[]

SD70ACe Example

Here is one of the obvious noticeable differences between an SD70ACe and an SD70M-2.

The name of the locomotive type or model itself, is meant to designate the series (SD70) and tractive power (AC). The end suffix initial on the other-hand, regards the simple fact that the model itself is intended to be energy-efficient (besides being an enhancement or improvement of the SD70MAC and other models), or being "eco-friendly" and following the US EPA's "Tier 2" emissions and energy policy (hence, the "e" meaning, "eco", "enhanced", or "energy-efficient").

Or:

  • "SD" - "Super Duty" or "Special Duty"
  • "70" - Being the series.
  • "AC" - For "AC-traction"
  • "e" - "Efficient", "enhanced", or "eco".


For the SD70M-2, the "M" means "Modified", while the "-2" originally meant "Dash 2", referring to EMD's "Dash 2" subline. But in this case, however, the "-2" would commonly refer to "Phase 2" like with the EMD SD70M "Phase 2", as well as the SD90MAC-II (the "Phase 2" however, being omitted), and only used as a reference to avoid further inconsistencies. Said models like the SD40X share a similar dilemma.

Identification[]

The main ways of distinguishing or identifying an SD70ACe from an SD70M-2 (excluding foreign variants) is by the number series (primarily for NS, having both models of the latter), and/or by the front conductor-side radiator cabinet used for housing AC-invertor equipment.

  • It should also be noted that all SD70ACe units include or feature large distinct vents used for cooling the traction motor inverters, located on the radiator cabinet unlike the SD70M-2.
  • ALL's SD70ACe/45 has a radiator section similar to that of Vale's SD80ACe (having three fans located on top and having vents separated into multiple sections as opposed to just one).

Specifications[]

 

Specifications (est. to approx. values)

SD70ACe SD70M-2
Wheel (axle) arrangement C-C C-C
Length 74' 3" 74' 3"
Weight 408,000 lbs. 407,000 lbs.
Height 15' 11" 15' 11"
Engine Control System EM2000 EM2000
Engine (motor or prime-mover) 16-710G3C-T2 16-710G3C-T2
No. of cylinders 16 16
Traction horsepower (horsepower output) 4,300 4,300
Traction alternator TA17/CA9 CA7A/A8589
Traction motors A3432 D100
Maximum speed 70mph 70mph
Continuous tractive effort 157,000 lbs. 113,000 lbs.
Starting tractive effort 191,000 lbs. 163,000 lbs.
Dynamic braking effort 106,000 lbs.

86,850 lbs.

Fuel capacity 4,900 gals. 4,900 gals.


Prime Movers 8-710G3A-T2 12-710G3B-T2

16-710G3C-T2 (SD70ACe and SD70M-2)

Stoke cycle 2 2 2
Bore/stroke 9.0625 x 11" 9.0625 x 11" 9.0625 x 11"
Displacement 5676 cubic inches 8515 cubic inches 11352 cubic inches
Aspiration Turbocharged Turbocharged

Turbocharged

Traction horsepower 2,150 3,150 4,300
RPM idle/low idle 200 rpm 200 rpm 200 rpm
Cylinders 8 12 16
RPM full load 904 rpm 904 rpm 950 rpm

Trivia[]

Between 2005-2006, Union Pacific painted six SD70ACe units into heritage schemes honoring the respective mergers with each railroad they acquired. 

In celebration of the railroad's 30th anniversary, Norfolk Southern painted 10 SD70ACe units into the fallen flag railroad schemes that make up the company's heritage. An additional 10 ES44AC units were also painted to accompany them. 

Sometime between 2012 and 2013, BNSF experimented with LNG (liquified natural gas) for testing and evaluation purposes as an alternative to diesel fuel (similar to the BN's light natural gas tests from the 1990s). Said tests consisted of a set of SD70ACe units paired with a fuel tender, while another set of ES44AC's were also used for the experiment.

As of 2013, CN (CN Rail, or Canadian National) has been receiving orders for their first SD70ACe fleet, which also marks one of the very first ever AC-traction diesel locomotive types (besides their GE ES44AC fleet first ordered in late-2012) purchased by the once traditional all DC-traction diesel locomotive-based railroad.

As of 2012, EMD recently experimented with several attempts in developing a B1-1B-trucked version of the SD70ACe known as the SD70ACe-P4, which is meant to serve as a competition against GE's ever-popular A1A-trucked ES44C4 primarily ordered by BNSF.

The EMD SD80ACe, a similar type of diesel locomotive utilizes a similar design and is practically an upgraded, V20 5,000hp version of the SD70ACe, yet it ironically isn't due to being a specialty locomotive, but with a similar appearance.

The locomotive's design actually originates from modern GE freight diesel locomotives. Such as having radiator "fins" or "wings", a large radiator cabinet placed on one side, and air tanks placed on another.

2012 actually marked the 20th anniversary of the SD70 Series, and the introduction of the SD70ACe-P4 was used to celebrate the event.

Although the SD70ACe has been rumored to run more smoothly than most GE Evolution Series locomotives, many railroads prefer to order more GEVO units due to the SD70ACe's high maintenance costs; yet the SD70ACe has been proven to last much longer than most GEVO's.

To celebrate the finalization of the EMD-CAT-ProgressRail merger, EMDX #1201 (an SD70ACe demonstrator) was painted in a unique CAT-inspired scheme (the unit was also exhibited at the 2012 MIN-expo in Las Vegas, Nevada during the following months prior to its excursion on Norfolk Southern). Though as of late-2013, the unit is now known as Arkansas And Missouri #70 as a result of the railroad's purchase of EMD's recent lease/demonstration fleet (with EMDX #1201 being part of said purchase).

In an unusual move, the Arkansas And Missouri (A&M) shortline railroad purchased three brand-new SD70ACe units to replace some of their aging ALCO Century Series diesels; making the A&M the only shortline to order the SD70ACe thus far (such units even sport unique brass-bells between their numberboards as with their ALCO "ancestors"). Although they originally proposed on receiving 10 units, they received only 3 (ex EMDX 1201-1203).

The SD70ACe was also the first type of locomotive to use the once-exclusive Nathan K5LLA horn, which is a 1L chime or bell variant of the original K5LA.

Earlier KCS (Kansas City Southern) SD70ACe units owned by the railroad were painted in the railroad's generic grey with yellow stripes scheme, and were some of the last locomotives on the railroad's roster to be painted in such scheme before the classic or vintage-esque "Belle" scheme was eventually developed (later units were also some of the first to actually receive the "Belle" scheme on their roster as well; ironically).

ALL's SD70ACe/45's are equipped with K3H/K3LA horns as opposed to the usual K5LLA.

Several CSX and KCS SD70ACe units have had their fouled K5LLA's replaced with third-gen K5LA's.

Many SD70ACe and SD70M-2 units built prior to 2009 still feature now out-dated and no longer supported Windows XP and Vista operating systems for displaying stats on the desktop monitors, while later units utilize Windows 7.

In December 2014, the three SD70ACe units owned by the A&M were involved in a derailment which damaged them greatly. Fortunately, #72 was salvageable, and is currently back in service, while nos. 70 and 71 are undergoing overhaul and are expected to be back in service by the middle of January 2015.

While working on a UP coal train, testbed GM 72 had the misfortune of derailing (almost into the river) near Yarmony, CO on June 29, 2004. The unit was fortunately repaired and rebuilt, and eventually became KCS #3998 sometime after.

As for the current status of the former SD70ACe demonstrator testbeds, GM 71-73 became KCS #3997-3999, while GM 70 is currently awaiting its next disposition at LaGrange, IL. GM 70 was also retrofitted with different air filters as being part of an early emissions experiment shortly after finishing demonstrations in 2007, and is still mostly intact as well.

As of early 2016, two UP SD70ACe units (UP #8777 and 8778) have undergone testing for Liquified Natural Gas (LNG) and are currently "mated" to tender UP No. 101 (previously CNW 1, originally UPT No. 1).

As of recent, three SD70ACe units from three Class 1 railroads have undergone demonstrating the new HTCR-6 truck model or truck design: NS #1000, UP #8949, and BNSF #9092, for performance testing and evaluation purposes.

Gallery[]

Sources[]

http://www.rrpicturearchives.net/locoList.aspx?mid=496&Page=7

http://www.railwayage.com/index.php/mechanical/locomotives/locomotives-is-lng-the-next-generation.html

http://www.emdiesels.com/emdweb/products/sd70ace.jsp

Trains Magazine Vol. 75, Issue 1: Page 9

http://www.rrpicturearchives.net/locoList.aspx?id=EMDX

http://www.progressrail.com/cda/layout?m=692708&x=7&id=4691764

http://www.amazon.com/Locomotives-Modern-Diesel-Electric-Reference/dp/1554078962

http://www.progressrail.com/cda/files/4689664/7/SD70ACe-BB_ENG_A4.pdf

http://www.rrpicturearchives.net/locolist.aspx?id=EMDX&mid=496

http://trn.trains.com/news/news-wire/2015/01/new-locomotive-deliveries-begin-in-2015-with-credit-user-provision (Tier 4 Credit info)

http://www.berkshirepartners.com/greenbriar-equity-group-and-berkshire-partners-complete-acquisition-of-electro-motive-from-general-motors

http://www.nscorp.com/content/nscorp/en/the-norfolk-southern-story/heritage-locomotives.html (NS heritage units)

Videos[]

EMD's_Tier_4_SD70ACe-T4

EMD's Tier 4 SD70ACe-T4

Slideshow video showcasing the SD70ACe-T4 demonstrator.

UP_Train_Wreck_in_Fontana_CA_-_The_scene_17_hours_later

UP Train Wreck in Fontana CA - The scene 17 hours later

UP SD70ACe with a damaged cab from the aftermath of a deadly wreck.

Cranking_an_SD70m-2_for_an_outbound_train

Cranking an SD70m-2 for an outbound train

Starting of a CN SD70M-2 (notice how the desktop display monitors utilize a specialized version of Windows XP @0:35).





Locomotivas_EMD_SD_70_ACe_BB_e_EMD_SD_40-2

Locomotivas EMD SD 70 ACe BB e EMD SD 40-2

Brazilian SD70ACe-BB.




SD70ACE_45_ALL_618_no_X21

SD70ACE 45 ALL 618 no X21

An overhead view of an SD70ACe/45 in action.

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