GE "ES44DC" Locomotives: Data, Specs, Roster

Last revised: December 31, 2024

The ES44DC closed out General Electric's direct current traction line, spanning back to its first cataloged model, the U25B of 1959.

With the phenomenal success of its AC4400CW of the 1990s, the industry acquired an ever-increasing number of AC traction locomotives.

Alternating-current traction motors were a breakthrough in technological development. It was much easier to maintain and more reliable, all the while offering phenomenal pulling power making it ideal in heavy drag service.

However, not every Class I was sold on this technology; holdouts like Norfolk Southern, Canadian National, CSX Transportation, and even Burlington Northern Santa Fe continued to DC traction locomotives into the Evolution Series era.

The carbody of the ES44AC and ES44DC is virtually identical; the only noticeable external difference is the latter's lack of an AC circuitry box along the left side walkway.

Sales for DC traction locomotives slowly dried up by the late 2000s with the final order being 35 units acquired by Canadian National in late 2010. Today, all new road-switchers produced by GE-successor Wabtec Freight, feature AC traction.

Photos

BNSF ES44DC #7413 leads a westbound intermodal freight down the 2.2% grade of Cajon Pass. Loyd Lowry photo.

Background

With the release of the AC4400CW in 1993, General Electric forever changed how main line locomotives were built.

Interestingly, Electro-Motive had actually pioneered AC traction technology with the release of four SD60MAC testbeds in 1991 that were later acquired by Burlington Northern (#9500-9503).

However, the builder never cataloged an AC locomotive for production until Burlington Northern's initial units (9400 series) began rolling out of EMD's London, Ontario plant in November, 1993.

By that time, General Electric had already unveiled its AC4400CW demonstrator (June, 1993) with the first production units rolling out of Erie in June, 1994 (CSX #9100-9102).

BNSF ES44DC #7298 leads a double-stack intermodal freight over Cajon Pass in California. Loyd Lowry photo.

DC Traction

With the AC4400CW's success, AC traction became the standard in road-switcher production. However, some railroads continued to request DC traction. While not as efficient, it was rugged and had served the industry well since the early 20th century.

For some, the continued use of DC traction was a simply a matter of streamlining maintenance. This was the case at Norfolk Southern and Canadian National, the only two North American Class I's to holdout on AC traction well into the 2000s (the Santa Fe did not purchase the AC4400CW although successor Burlington Northern Santa Fe acquired its first units in 1999).

This sentiment held into the Evolution Series era as only CN, CSX, and BNSF purchased DC traction examples while NS acquired 4,000 horsepower variants (ES40DC).

Norfolk Southern's decision dated back to the "Dash 9" era as the railroad felt such a rating was sufficient for its needs. This changed, however, as trains became heavier and NS acquired its first Es44AC's in 2008.

Data Sheet

Entered Production	1/2005 (Burlington Northern #7650)
Years Produced	1/2005 - 10/2010
GE Class	ES44DC
Engine	GEVO-12 (12 cylinder)
Engine Builder	General Electric
Horsepower	4400
RPM	1050
Length	73' 2"
Height (Top Of Rail To Top Of Cab)	15' 5"
Width	10' 3"
Weight	416,000 - 432,000 Lbs
Fuel Capacity	5,000 Gallons
Air Compressor	3CDC (Westinghouse)
Air Brake Schedule	26L (Westinghouse)
Trucks	C-C
Truck Type	Hi-Ad Bolsterless
Truck Wheelbase	13' 2"
Wheel Size	42"
Traction Motors	752AH (6), GE
Traction Alternator	GMG206, GE
Auxiliary Alternator	GYA30A, GE
MU (Multiple-Unit)	Yes
Dynamic Brakes	Yes
Gear Ratio	83:20
Tractive Effort/Starting	142,000 Lbs
Tractive Effort/Continuous	109,000 Lbs at 13.7 mph
Top Speed	70 mph

Production Roster

(Total Built = 1,149)

Owner	Road Number	Serial Number	Order Number	Completion Date	Quantity
Burlington Northern Santa Fe	7650-7799	55710-55859	1986	1/2005-7/2005	150
CSX Transportation	5200-5299	56046-56145	1989	7/2005-10/2005	100
Burlington Northern Santa Fe	7605-7649	56196-56240	1986	10/2005-11/2005	45
CSX Transportation	5300-5399	56492-56591	2004	3/2006-6/2006	100
Canadian National	2220-2254	56924-56958	1997	1/2006-2/2006	35
Canadian National	2255-2269	56959-56973	1997	9/2007-10/2007	15
CSX Transportation	5400-5499	57736-57835	1911	1/2007-4/2007	100
Burlington Northern Santa Fe	7505-7604	57896-57995	1916	4/2007-8/2007	100
CSX Transportation	5500-5501	58006-58007	1911	4/2007	2
Canadian National	2270-2289	58254-58273	1928	10/2007-11/2007	20
Canadian National	2290-2309	58274-58293	1928	2/2008-3/2008	20
Canadian National	2310-2344	58816-58850	-	8/2010-10/2010	35
Burlington Northern Santa Fe	7395-7504	59285-59394	1942	5/2008-10/2008	110
Burlington Northern Santa Fe	7200-7347	59744-59891	1952	1/2009-12/2009	148
Burlington Northern Santa Fe	7348-7394	60015-60061	1968	2/2010	45
Burlington Northern Santa Fe	7800-7920	60062-60182	1968	2/2010-8/2010	121

Sources

McDonnell, Greg. Locomotives: The Modern Diesel & Electric Reference, 2nd Edition. Buffalo: Boston Mills Press/Firefly Books, 2015.

Solomon, Brian. GE and EMD Locomotives: The Illustrated History. Minneapolis: Voyageur Press, 2014.

Solomon, Brian. GE Locomotives: 110 Years Of General Electric Motive Power. St. Paul: MBI Publishing, 2003.

A closeup view of BNSF ES44DC #7859 leading a westbound CSX freight as it exits Bells Tunnel on the James River Subdivision. This tunnel is located west of Buchanan, Virginia and is on a remote stretch of the former C&O main line. Loyd Lowry photo.

The Evolution Series itself was another breakthrough in locomotive development as builders sought to meet the Environmental Protection Agency's stringent emissions standards that went into affect on January 1, 2005.

GE spent hundreds of millions of dollars designing a new prime mover to meet this requirement and rolled out the first GEVO-powered, 12-cylinder locomotives in 2003.

In the end, the ES44DC sold quite well for GE with more than 1,100 examples produced. Today, nearly all of these locomotives remain in service with their respective railroads.

However, with some now surprisingly over 15 years of age, the next round of new locomotive acquisitions is likely to occur over the next 5-10 years.

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