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GE Evolution Series
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GE Evolution Series
A Norfolk Southern ET44AC No. 3622 with an ES44DC No. 7589. The different sized radiators help distinguish the models.
Type and origin
Power typeDiesel-electric
BuilderGeneral Electric Transportation
Build date2003–present
Specifications
Configuration:
​
 • AARC-C (ES40DC, ES44DC,[1] ES44AC,[2] ES58ACi, ES59ACi)
A1A-A1A (ES44C4[3])
 • UICCo′Co′ (ES30ACi, ES40ACi, ES40DC, ES44DC, ES44AC, ES44DCi, ES44ACi, ES58ACi, ES59ACi, ET44AC), (A1A)(A1A) (ES44C4, ET44C4)
 • CommonwealthCo-Co (ES30ACi, ES40ACi, ES40DC, ES43ACi, ES43ACmi, ES44DC, ES44AC, ES44DCi, ES44ACi, ES57ACi, ES58ACi, ES59ACi, ET44AC), A1A-A1A (ES44C4, ET44C4)
Gauge1,000 mm (3 ft 3+3⁄8 in)
1,067 mm (3 ft 6 in)
4 ft 8+1⁄2 in (1,435 mm) standard gauge
1,520 mm (4 ft 11+27⁄32 in) Kazakhstan
5 ft 3 in (1,600 mm) Brazil
5 ft 6 in (1,676 mm) India
Length73 ft 2 in (22.30 m) (ES44AC/DC/C4) 74 ft 6 in (22.71 m) (ET44AC/AH/C4)
Fuel capacity5,000 US gal (19,000 L; 4,200 imp gal) (ES40DC, ES44DC, ES44AC, ES44C4)
Prime moverGEVO
Engine typeV12 (ES30ACi, ES40ACi, ES40DC, ES44DC,[1] ES44AC,[2] ES44C4[3])
V16 (ES58ACi, ES59ACi)
4-stroke diesel engine
Cylinders12 (ES30ACi, ES40ACi, ES40DC, ES44DC,[1] ES44AC,[2] ES44C4[3])
16 (ES58ACi, ES59ACi)
Performance figures
Maximum speedDesign: 70 mph (113 km/h), 75 mph (121 km/h) for C4 Models
Power output3,300 hp (2.5 MW) (ES30ACi)
4,000 hp (3.0 MW) (ES40DC)
4,250 hp (3.2 MW)(ES40ACi, ES30ACi w Turbocharger)
4,400 hp (3.3 MW) (ES44DC, ES44AC, ES44C4, ET44AC, ET44AH, ET44C4)
6,200 hp (4.6 MW) (ES58ACi, ES59ACi)
Tractive effort:
​
 • Starting183,000 lbf (810 kN) (ES44AC)
200,000 lbf (890 kN) (ET44AC)
144,000 lbf (640 kN) (ES44C4, ET44C4)
 • Continuous166,000 lbf (740 kN) (ES44AC, ET44AC)
105,000 lbf (470 kN) (ES44C4, ET44C4)
Career
OperatorsUP, BNSF, CSX, NS, CN, CPKC, GECX, FXE, IAIS, SVTX, CREX, FEC, TMY
DispositionMost were still in service in 2019 (The only ones retired have been involved in wrecks)

The Evolution Series is a line of diesel locomotives built by GE Transportation Systems (now owned by Wabtec), initially designed to meet the U.S. EPA's Tier 2 locomotive emissions standards that took effect in 2005. The line is the direct successor to the GE Dash 9 Series. The first pre-production units were built in 2003. Evolution Series locomotives are equipped with either AC or DC traction motors, depending on the customer's preference. All are powered by the GE GEVO engine.[4]

The Evolution Series was named as one of the "10 Locomotives That Changed Railroading" by Trains Magazine and was the only locomotive series introduced after 1972 to be included in that list.[5] The Evolution Series locomotives are some of the best-selling and most successful freight locomotives in United States history.

These locomotives are equipped with Nathan Airchime K5HL horns, with the reversed 2 configuration, making a K5HLR2. The horns are mounted backwards with the 2 bell only facing forward and the 4 bells facing back. These horns have been very popular for the evolution series, and have a very distinct noise, noticeable from great distances. All of the locomotives use these horns, except for the ET23DCM and international locomotives.

Models

[edit]

Currently, six different Evolution Series models (seven including rebuilds), have been produced for the North American market. They are all six-axle locomotives and have AAR wheel arrangement C-C (UIC classification Co′Co′), except for the ES44C4 and ET44C4 which uses the AAR A1A-A1A wheel arrangement and the meter-gauge version developed for the Brazilian network ES43BBi which is AAR B-B-B-B.

ES40DC (2004–2008)

[edit]
NS ES40DC No. 7698

The ES40DC (Evolution Series, 4,000 hp, DC traction) replaced the Dash 9-40CW model in the General Electric catalogue and, like the former model, was delivered exclusively to Norfolk Southern Railway. ES44DCs owned by CSX Transportation were also given this designation in 2009 after being de-rated to 4,000 hp (3,000 kW). However, high-horsepower demand on Norfolk Southern made a mandatory repowering of several ES40DC engines into their former ES44DC power.[6]

ES44DC (2005–2010)

[edit]

The ES44DC (Evolution Series, 4,400 hp, DC traction) replaced the Dash 9-44CW model in the General Electric catalogue. Primary users are BNSF Railway, CSX Transportation, and Canadian National Railway. Pilbara Iron in Australia ordered a lengthened, international version designated ES44DCi. The extra length is used for a larger radiator to increase cooling capacity in the Australian outback.

ES44AC (2003–present)

[edit]
CN ES44AC No. 2869

The ES44AC (Evolution Series, 4,400 hp, AC traction) replaced the AC4400CW model in the General Electric catalogue. These locomotives have been ordered by every Class I railroad in North America: Union Pacific Railroad (who refers to these locomotives as the C45ACCTE), BNSF Railway, CSX Transportation, Norfolk Southern Railway, Ferromex, CPKC Railway, and Canadian National Railway.

Union Pacific also bought the heavy ballasted variation of this model, the ES44AH, and refers to it as the C45AH. UP also uses this designation to refer to their ET44AH units.

CSX Transportation has bought these locomotives and they were always heavy ballasted, so they called these the ES44AH. The first set was 700-999, which was built from 2007-2011. Beginning 2023, CSX has repainted and renumbered the 3000 series locomotives to heritage units. The first heritage, 1827, was painted into Baltimore & Ohio and renumbered from 3059 on May 11, 2023.

BNSF Railway purchased 25 ES44AC locomotives in 2023, and they are all classified as ES44ACH. They were built between August and September 2023 and were built concurrently with the ET44ACH. The numbers were 3282-3306, which officially ended the production of the ES44C4 in 2020. These units are Tier 4 credit units. In 2024, BNSF has bought 25 more ES44ACH locomotives, which are numbered from 3307-3331. These locomotives weigh 436,320 lbs.

ES44C4 (2009–2020)

[edit]
BNSF ES44C4 No. 8013

The ES44C4 (Evolution Series, 4,400 hp, C to denote 3 axles per truck, 4 traction motors) was introduced in 2009. While similar to the ES44AC, the ES44C4 has two traction motors per truck, instead of the conventional three such as on the ES44AC. No ES44C4s with DC traction were built. The center axle of each truck is unpowered, giving an A1A-A1A wheel arrangement. BNSF Railway is the launch customer for this model, ordering an initial batch of 25 units numbered 6600–6624.[7] The ES44C4 was initially only built for BNSF. The units 3250–3281, the 4200s, 5533–5546, 7921-7999, and units 8318–8399 are certified as Tier 4 Credit units, while the others are Tier 2 or Tier 3. On 30 January 2014 Florida East Coast Railway announced that they would buy 24 ES44C4s, to be numbered 800–823, for heavy haul service and intermodal traffic. All were delivered by the end of 2014, in order to beat the EPA's deadline on exhaust-emissions standards for new-built Tier 3 locomotives.

A feature of these units is a variable traction control system in their computer systems. One of the differences between an ES44AC and an ES44C4 is the air cylinders and linkages on the truck sideframes of the ES44C4; these are part of the traction control system. Every time a variation in grade, traction, or wheel slip occurs, the computer adjusts the pressure in these cylinders to maintain sufficient adhesion, by varying the weight on the drive axles.[8][9]

ES44DCi/ES44ACi

[edit]
Wabtec ES44ACi No. 2542

The ES44DCi (Evolution Series, 4400 horsepower, DC traction, international version) was built for the Rio Tinto railway in Australia. The ES44ACi was built for the Roy Hill and Rio Tinto Group.

The ES44ACi/DCi is essentially an ES44AC/DC in a GE AC6000CW's body, with the radiator at the end protruding out over the rear deck in the same way the AC6000CW does. The locomotive's large radiator allows it to handle the Australian outback's extreme temperatures.

Roy Hill has ordered 21 ES44ACi locomotives, and is currently in possession of all 21 locomotives (numbered 1001 "Ginny"-1021). Rio Tinto ordered 100 ES44DCi locomotives and has all 100 (numbered 8100–8199) and 21 ES44ACi locomotives (numbered 9100–9120) and more are on order. Rio Tinto's units can be remotely driven, meaning nobody has to be in the cab as they can be controlled from a control center.[10]

Ferromex also acquired 50 ES44ACi. As the construction of these locomotives was subsequent to the new environmental laws of the US, GE cataloged them only as ES44ACi, although in the external technical specifications of the locomotives say ES44AC). These locomotives can no longer reenter the US operating.

In Brazil, the Rumo, Suzano and MRS Logística railways purchased 25 units, manufactured at Wabtec of Brazil with broad-gauge trucks.[11]

ET44AC/ET44C4 (2012–present)

[edit]
Union Pacific ET44AC (C45AH) No. 2668

The ET44AC (Evolution Series Tier 4, 4,400 hp, AC traction) replaces the ES44AC model. These locomotives have been ordered by every US and Canadian Class I railroad, including BNSF Railway, Canadian National Railway, CPKC, CSX Transportation, Norfolk Southern, and Union Pacific. BNSF also ordered similar ET44C4 locomotives, which have a dynamic weight management system instead of a traction motor on the middle axle of each truck. UP and CSX designate their ET44ACs as ET44AH although UP calls these C45AH, and BNSF calling them ET44ACH as their locomotives are ballasted to 436,320 lbs.

ET23DCM (2023–present)

[edit]
CSX ET23DCM No. 1718

The ET23DCM (Evolution Series Tier 4, 2350 hp, DC traction), sometimes called the SD23T4, is a modernized locomotive using EMD's SD40-2 platform and the Wabtec Inline 6-cylinder Tier 4 diesel engine.[12] CSX Transportation ordered 15 of these locomotives, with most being built at their Huntington Heavy Repair Shop. Wabtec also built one locomotive as a demonstrator from ex-NS SD40-2 3259.

TE33A

[edit]
Main article: TE33A

The TE33A is an export 1520 mm gauge locomotive in the GE Evolution Series.

3TE25K2M

[edit]
Main article: 2TE25K

The 3TE25K2M is an export 1520mm gauge locomotive in the GE Evolution Series for Russian Railways.

ES40ACi (2008–2010)

[edit]

The ES40ACi (Evolution Series , 4,250 hp , AC traction) was the first GEVO locomotive that was made for the Egyptian National Railways featuring a full-width car body and double cabin. The locomotive weighs 140 metric tons (312,000 lbs) and reaches maximum speed of 121 km/h (75 mph). 80 units were produced, and are used in both passenger and freight trains.

ES30ACi (2018–2022)

[edit]

The ES30ACi (Evolution Series, 3300-4250hp, AC Traction) A total of 100 units were produced. The locomotive weighs 135 metric tons (301,000lbs) and the maximum speed is 121 km/h (75 mph) [Computer Controlled], 140 km/h (86 mph)

Identifying features

[edit]

The Evolution Series locomotives are visually similar to the AC4400CW and GE Dash 9 Series, although small differences are evident. The most noticeable difference is the radiator section at the rear of the locomotive is larger to accommodate the GEVO's air-to-air intercoolers. As with the AC6000CW, the radiators project beyond the end of the hood. On the ES44ACi and ES44DCi models, the radiator extends in the same way as the AC6000CW, protruding out over the rear deck. For the other Evolution Series locomotives, the radiator does not protrude completely over the rear deck, but rather sits nearly flush with the rear of the engine hood. Unlike previous GE locomotives, the grills under the radiator are at two different angles. The increase in radiator size is due to the necessity for greater cooling capacity in the locomotive in order to reduce emissions. The other major difference between the Evolution Series and earlier models is the vents below the radiators, which are larger than those on previous GE locomotives.[13] Also, all Evolution Series units have air conditioners mounted below the cab on the conductor's side.

Operators

[edit]
Railroad Qty. Road Numbers Notes
ES40ACi
Egyptian National Railways 80 2400-2479 Built in 2008-2009
ES30ACi
Egyptian National Railways 100 2550-2649 Built in 2018-2022 on 2 editions
ES40DC
CSX Transportation 302 5200–5501 Built as ES44DC units but were downgraded by 2010. 5306, 5411, and 5488 were wrecked and retired. CSXT 5500 lettered "Spirit of Cincinnati" Archived 28 September 2011 at the Wayback Machine.
ES44DC
BNSF 721 7200–7920 Built between 2005 and 2010. 7650-7743 are painted in Heritage II (H2), except for 7687 and 7701 that are in Heritage III (H3). Few of these are getting repainted into H3. The rest of the ES44DC's are in H3. 7695 is painted in the Golden Swoosh scheme using H3. 7514, 7553, 7673, 7838, and 7847 were wrecked and retired. 7814 and 7907 were repaired after their respective train collisions.
Canadian National 125 2220–2344 2328 was wrecked and retired.
GE Transportation[a] N/A 1 2011
Norfolk Southern 219 7500–7719 Unit 7530 wrecked and was retired. Units were uprated from 4,000 to 4,400 HP in 2014. 7500-7514 are preproduction units, renumbered from 9912-9926 due to the C40-9W units. 7508 stored in Erie, Pennsylvania, awaiting possible rebuild as of October 2025.
ES44AC
ArcelorMittal, operated by Cartier Railway 2 301–302 Built 2010.[14]
BNSF 815 5718–5747 Built between October 2003 and April 2004, these are pre-production units. They are classified AC4400EV.
5748–5837 Built 2005.
5844–6438 Built between 2005 and 2009, BNSF 5942 was wrecked at Cactus, Texas in October 2006, but was rebuilt in 2009. 5958 was wrecked and retired in December 2013 while 6348 was wrecked and retired in 2019. 5774 was wrecked in Garza County, TX in October 2023 and retired. 5828, 5869, 5872, 6017, 6022, 6075, 6078, 6111, 6163, and 6179 were painted into BNSF's 25th anniversary stickers scheme in 2020 that celebrates 25 years of BNSF Railway as it started in 1995 from two railroads, BN and ATSF. 6026 was given a Northern Pacific sticker on the side of its nose.
3282-3381 Tier 4 credit units.[15] Ballasted to 436,320 lb, and classified ES44ACH.[16]
Canadian National 435 2750-2796, 2800–2999, 3800–3987 2800–2975 were built 2012 through 2015. The first 2015 order (2951–2975) was built to Tier 3 standards but after the Tier 4 cutoff date and therefore are restricted to operation in Canada only. More Tier 4-compliant ET44AC's were on order for 2015 delivery, with the first two, CN 3002 and 3004, entering service on 6 August 2015. 8 additional Tier 4 units (2976–2983) were built in 2016–2017. 2984–2999 and 3800–3805 built in late 2017. 3806–3835 built in 2018 and 3836–3875 built in 2018–2019. 2750-2796 and 3913–3987 are ex-CREX units. 2792-2796, 2976-2999, 3800-3912, and 3970-3987 are Tier 4 Credit units.
Canadian Pacific Kansas City 561 8700–8960, 9350–9379

4650–4919

4700 was wrecked and retired. 4805 and 9375 are painted in the new CPKC corporate paint scheme.
Cerrejón 4 10015–10018
Citicorp Railmark Inc. (Citirail) CREX[b] 15 1201–1215 Delivered in December 2012.[17] Some sold to Canadian National.
50 1301–1350 Delivered in late 2013. Some sold to Canadian National. 1331 was wrecked and retired.
35 1401–1435 Delivered during summer 2014. Some sold to Canadian National.
25 1501—1525 Delivered in December 2015, units are Tier 4 Credit units. Some sold to Canadian National.
Cemex 1 81[18] Built in March 2008 as an add-on to a CSXT order.
CSX Transportation 550 700–999, 1776, 1827, 1834, 1836, 1850-1853, 1869, 1871, 1875, 1877, 1897, 1899, 1900, 1902, 1967, 1972, 1973, 1976, 1981, 1982, 3000-3048, 3070–3111, 3113-3249 These are the ES44AH model equipped with high tractive effort. These were built between 2007 and 2015. 847, 963, 3070, and 3097 have been wrecked and retired. Three units have special names and paint schemes: 911 Spirit of Our First Responders, 3112 renumbered to 1776 Spirit of Our Armed Forces and 3194 Spirit of Our Law Enforcement. CSXT 3099 lettered "Spirit of West Springfield and Safety Train"; was officially destroyed in Chihuahua, Mexico in 2018 & retired. Units 3049-3069 have been renumbered to 1827, 1834, 1836, 1850, 1851, 1852, 1853, 1869, 1871, 1875, 1877, 1897, 1899, 1900, 1902, 1967, 1972, 1973, 1976, 1981, and 1982 respectively and are painted into various heritage paint schemes. 3175-3249 are Tier 4 credit units.
Ferromex 100 4600–4699[19] 4600-4659 built in 2006 at the GE plant in Erie, PA. 4660-4699 built in 2007 at the GE plant in Erie, PA.
50 4800–4849 Delivery started in June 2016. Units numbered 4800–4818 were built at the GE plant in Erie, PA. Units numbered 4819–4849 were built at the GE plant in Fort Worth, Texas. 4815 was wrecked and retired in 2018. 4838 also wrecked and retired.
30 4850–4879 The first units will be delivered in 2024
Ferrosur 23 4700–4722 Painted in Ferromex colors.
GE Transportation[a] 1 2012 Wears the same demonstration scheme as 2011, as well as GECX 2005 and UP 7605 (formerly).
1 2010 This is an ES44AC-H prototype, and was rebuilt in 2007 as a hybrid from GECX ES44AC 2005.
1 3000 Converted to operate on battery power, the unit was rebuilt from former NextFuel (liquid natural gas/diesel mixture) demonstrator ES44AC 3000.
Iowa Interstate Railroad 20 500–519 The first set of units, numbered 500-512, were delivered from 2008 to 2009, these are the first new units purchased by this railroad and were originally intended for CSX.

The unit 513 was delivered in early 2010. It is painted in a Chicago, Rock Island and Pacific Railroad heritage scheme in honor of this Iowa Interstate predecessor. The units 514-516 were delivered in 2015. 516 is painted in a Rock Island inspired 30th anniversary paint scheme. The units 517-519 are Tier 4 Credit units. They were set for delivery in late 2019.

Norfolk Southern 166 8000–8165 Units 8025, 8098–8105 and 8114 were painted in schemes of predecessor railroads as part of Norfolk Southern's 30th anniversary. Unit 8099 was wrecked in 2021, and was rebuilt in 2023.
3 8166–8168[20] These are Tier 4 Credit units, built concurrently with ET44AC's 3600–3646.
16 8169–8184 These are Tier 4 Credit units. Unit 8175 was wrecked in December 2021 and was later retired.
Sava Transportation (Savatran) SVTX 3 1912, 1982, 1986 Delivered February 2012, these units are numbered for the years that Penn State University won national college football championships.[21]
Union Pacific 5 5695–5699 Built between January and February 2003, these are pre-production units and classified as C45ACCTE by UP. They have since been renumbered to 5348–5352.
938 2010, 5248–5347, 5353–5553, 7345–7468, 7470–7529, 7600–8051 These are classified as C45ACCTE by UP. 5359, 5412, 5482, 7421, 7856, 7894, and 7914 were wrecked and retired. UP 2010, an ES44AC Boy Scouts of America tribute unit, was unveiled on 31 March 2010, in Houston, Texas to commemorate 100 years of Boy Scouts. The unit was renumbered from 7469. However, in early 2022 it was repainted into the Union Pacific lettered scheme after months of sitting in storage. It kept its number of 2010.[22] In September 2010, UP 7400 was unveiled, featuring a pink ribbon on the side as a tribute to Susan G. Komen for the Cure. 7964 was the 5000th GE Evolution Series locomotive to be built at Erie, PA in June 2012. The banner was removed 4 years later in 2016.
296 2520–2569, 2740–2769, 8052–8267 These are the ES44AH model, classified as C45AH by UP. These units are 432,000 lb (196,000 kg) compared to the ES-series standard 416,000 lb (189,000 kg), and are supplied with all required equipment and computer software to be classified as "AH" heavy units. UP's "AH" types are similar to CSXT's, except for their Hi-Ad trucks, and are designated C45AH's by U.P.[23] 2520–2569 and 2740–2769 are Tier 4 Credit units. 2542 wrecked in Texarkana, TX in 2015 and retired. 8210 and 8245 were wrecked in 2024 and retired.
ES44C4
BNSF 1299 3250–3281, 4200–4299, 5533–5546, 6500–7199 Built 2009–2020. 6943 was wrecked and retired. 4213 was wrecked in 2020 and repaired in 2022. 3250–3281, 4200–4299, and 5533–5546 are Tier 4 credit units.
7921–8291 Built 2013–2015. 8123 and 8153 were wrecked and retired. 7921–7999 are Tier 4 credit units. 8191 was repaired in 2020 after a train collision in 2016.
8318–8399 Built 2015. They are Tier 4 credit units.
Florida East Coast 24 800–823 Built between November and December 2014. All units have since been converted to use a combination of standard diesel fuel/liquid natural gas mixture, supplied from an external tender towed behind the locomotives. 5 units were leased to FXE in 2024. The unit 814 was wrecked in 2024.[24]
ES44DCi/ES44ACi
Rio Tinto Group 100 8100–8118, 8119–8199 They ordered the locomotives for operation on their privately owned rail line, operated by Pilbara Iron.[25] The ES44DCi uses the AC6000CW's longer frame to allow space for a heavy duty cooling system to cope with the hot desert environment that the locomotives operate in.[26] Units 8100–8118 were delivered in a predominantly grey paint scheme,[27] while units 8119–8199 feature additional red lettering and striping.[28]
49 9100–9148 These units are numbered from 9100 onwards and more are on order. They are the ES44ACi and are painted in the Rio Tinto silver with red stripes and numerals.
Roy Hill 28 1001–1028 Took delivery of the first 14 out of a total order for 21 ES44ACis in January 2015.[29]
ET44AC
BNSF 50 3625-3674 Ballasted to 436,320 lb. and classified as ET44ACH.
Canadian National 296 3000–3295 Units 3008, 3023, 3069, and 3115 repainted to commemorative heritage paint schemes. Units 3015 and 3233 painted into unique paint schemes commemorating veterans. Unit 3103 wrecked in 2017 and retired from roster. 3286-3295 were built in early 2023. 3009 wrecked in 2019 and retired. 3121-3132 are former GECX demonstrator units 2029 and 2033–2043, which were rebuilt with new hoods.
CSX Transportation 225 3250–3474 These are the ET44AH model with HTE. 3440 lettered "Spirit of Ravenna" along with L&N and KSHC markings after attending the announcement of Kentucky Steam buying the Ravenna yard property from CSX. Units 3438 and 3374 wrecked in 2020 and retired. 3415 has the Georgia Railroad emblem.
Canadian Pacific Kansas City 203 5000–5024, 7430–7437, 7450–7619 Delivery started in 2018-2019 for KCS. The CPKC units 7430–7437 are former GECX demonstrator units 7001-7008 and acquired in 2024. Those units were originally intended for a cancelled order for Baffinland Iron Mines located in Baffin Island, Canada.[30] 170 more units on order for 2025 and are undergoing delivery.[31]
Ferromex TBA
GE Transportation 27 2014, 2015, 2023, 2024, 2026, 2027, 2029, 2033-2044, 7001-7008 These are demonstrator units. 2029, 2033-2043 were sold to CN. 2026 and 2027 were sold to NTEC. 7001-7008 were sold to Baffinland Iron Mines and later to CPKC. They were renumbered from units 2025, 2028, 2030-2032, 2020-2022 respectively.
Navajo Transitional Energy Co. 2 2026-2027 These are former GE demonstrator units of the same numbers with hoods modified to match the standard production units.[32]
Norfolk Southern 47 3600–3646[20] 3633 wrecked in 2019 and retired in 2020.
34 3647–3680 N/A
Union Pacific 170 2570–2739 These are the ET44AH model, classified as C45AH by UP.
ET44C4
BNSF 311 3675-3706, 3721–3999 Built between 2015 and 2020. 3967 was wrecked and retired. 3971 was repaired after damage. Additional units, numbered 3721–3724 were built in late 2019 and therefore restricted to California only. More units, numbered 3675–3706, (built early through mid-2020).
ET23DCM
Wabtec (GECX) 1 1867 The first ET23DCM built as a demonstrator and engineering test locomotive was constructed by Wabtec in Albia, Iowa and is now used for testing in Erie, Pennsylvania. Former NS 3259.
CSX Transportation 15 1713-1727 The first two CSX locomotives were built by Wabtec in Albia, Iowa and the remaining thirteen were constructed by CSX at their Huntington Heavy Repair Shop in Huntington, West Virginia. All locomotives were sent through RJ Corman in Lexington, Kentucky for final work before entering service. These are classified as SD23T4 by CSX.
TE33A
Kazakhstan Temir Zholy 310 TBA Ordered on the 28 September 2006, they signed an agreement with GE Transportation Systems, ordering the locomotives. The first ten of these were built in GE's Erie, Pennsylvania, plant while the remaining 300 will be assembled at a new plant in Astana, Kazakhstan which was opened by President Nursultan Nazarbayev on 3 July 2009[33] Delivery is expected between 2009 and 2012. The locomotives are built with dual cabs and are among the first diesel-electric locomotives with AC traction motors to operate in the Commonwealth of Independent States and Ukraine[34] (besides the 2TE25A built by Bryansk Engineering Works, Transmashholding, Russia).[35]
ES59ACi
China Railway 300 HXN5-0001—HXN5-0650, HXN5-2001-—HXN5-2050 Ordered October 2005 and delivered between 2008 and 2009. They were ordered from GE Transportation Systems and Qishuyan Locomotive and Rolling Stock Works. Two have been built at Erie, Pennsylvania, the rest will be assembled by Qishuyan at Changzhou.[36] Classed as the China Railways HXN5.
ES58ACi
Carajás Railway 70 TBA The units were built at GE's Erie plant and delivered in 2009. The prime mover is a GEVO-16. They are wide gauge (1,600 mm (5 ft 3 in)).
ES40ACi
Egyptian National Railways 80 TBA Delivered 2009. There are two versions: Painted blue for passenger trains and red/black for freight trains.[37][38][39]
ES30ACi
Egyptian National Railways 100 TBA Ordered 2017, They are valued at $575 million that can be used for both passengers or freight rail.[citation needed] The first 10 units were delivered in November 2019.[40][41]
ES43ACi
Pakistan Railways 55 9001–9055 They are made for 1,676 mm gauge. Deliveries are expected during 2017.[42] See Locomotives of Pakistan.
TransGuinéen TBA Deliveries started in May 2025.[43]

Licensed production

[edit]

Australia

[edit]

In 2002, GE and UGL launched the Evolution Series locomotive, and in 2009, continued their partnership for another 10 years for UGL to distribute and sell GE locomotives in Australia.[44]

India

[edit]
See also: Indian locomotive class WDG-4G and Indian locomotive class WDG-6G

In November 2015, it was announced Indian Railways and GE would engage in a 11-year joint venture in which GE would hold a majority stake of 74%, to provide a mix of 1,000 diesel locomotives of type ES43ACmi[45] which are 4,500 horsepower and type ES57ACi[46] which are 6,000 horsepower each. Indian Railways designated these 1,676 mm (broad gauge) locomotives as the WDG-4G class and WDG-6G class respectively. General Electric has invested ₹2,052 crore (US$305 million) for its construction. In the $2.6 Billion deal, Indian Railways would purchase 1,000 goods locomotives a year for ten years beginning in 2017; the locomotives would be modified versions of the GE Evolution series.[1] Diesel Locomotive Factory, Marhowrah was built by GE for the manufacture of the locomotives.[2]

South Africa

[edit]
TFR Class No. 44-005

Transnet Engineering in South Africa has a license to manufacture 233 4,200 hp (3,100 kW) 3 ft 6 in (1,067 mm) Cape gauge ES40ACi locomotives for Transnet Freight Rail, with core components including GEVO-12 engines supplied from the United States.[47]

The first six of these Class 44-000 locomotives were built in Erie, Pennsylvania, in April and July 2015. In October 2015, the first of the 227 South African-built locomotives was nearing completion at Transnet Engineering's Koedoespoort shops in Pretoria.[48]

See also

[edit]
  • EMD SD70 series, a similarly powerful locomotive produced by EMD in response to GE's predecessor of the Evolution Series, the Dash 9 Series.
  • Wabtec FLXDrive, a battery-electric locomotive built by Wabtec based on the Evolution Series design.

References

[edit]
[edit]
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GE Evolution Series

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The GE Evolution Series is a line of heavy-haul, six-axle diesel-electric locomotives manufactured by Systems (now part of Corporation), introduced in 2002 with the first production units entering service in 2005 to meet the U.S. Environmental Protection Agency's (EPA) Tier 2 emissions standards. These locomotives are powered by the GEVO-12, a 12-cylinder, 4-stroke prime mover producing between 4,000 and 4,400 horsepower, which replaced the earlier 16-cylinder FDL engine to achieve lower emissions and improved while maintaining high tractive effort for freight operations. Available in both AC and DC traction configurations, the series emphasizes reliability, advanced electronics, and adaptability for North American railroads, with over 7,000 units produced by 2025. Development of the Evolution Series stemmed from GE's need to address increasingly stringent environmental regulations following the success of its Dash 9 series in the 1990s, with pre-production prototypes built as early as 2003 to test the engine's compliance with Tier 2 limits on and particulate matter. GE invested heavily in redesigning the power plant, incorporating features like electronic fuel injection and turbocharging to reduce emissions by up to 40% compared to predecessors without sacrificing performance. The locomotives feature a standard C-C for six powered axles, a of approximately 73 feet, and weights around 432,000 pounds, making them ideal for heavy-haul applications on major carriers like and Union Pacific. By 2019, following GE's acquisition by , the series had become the dominant model in the U.S. freight market, with cumulative production exceeding 5,000 units in its initial decade. Key models in the Evolution Series include the ES44AC, a 4,400-horsepower AC-traction variant with six traction motors for maximum starting tractive effort of 183,000 pounds, widely adopted for its versatility in mixed freight service; the ES44DC, its DC-traction counterpart with similar power output but simpler electrical systems; and the ES44C4, featuring a four-motor AC setup with A1A-A1A trucks and an axle-lift mechanism to improve in heavy-haul freight operations. The ET44AC and ET44C4 represent the Tier 4-compliant evolution, introduced in with (EGR) technology to achieve over 70% reductions in and particulate matter relative to Tier 3 standards, eliminating the need for . These Tier 4 models, with a top speed of 70 mph, have logged over 500 million miles by 2025, demonstrating enhanced reliability and operational savings estimated at $1.5 billion across fleets through features like digital optimization software.

History and Development

Origins and Introduction

The GE Evolution Series locomotives were developed by starting in the late 1990s, primarily to comply with the U.S. Environmental Protection Agency's (EPA) Tier 2 emissions standards, which became effective in January 2005, while aiming to succeed the Dash 9 series with enhanced efficiency and reduced emissions. This initiative involved significant investment, exceeding $200 million over more than six years, focusing on innovative technology to balance power output with environmental requirements without sacrificing performance. The series represented a strategic response to tightening regulatory pressures and the railroad industry's demand for sustainable operations, marking a pivotal shift in locomotive design toward cleaner combustion processes. The first prototype of the Evolution Series was unveiled in 2002, introducing the groundbreaking GEVO-12 prime mover—a 12-cylinder, four-stroke rated at 4,400 horsepower—designed specifically for the ES44AC model. Initial production began in 2003, with pre-production units delivered to Union Pacific, including five AC-powered variants that served as testbeds for the new platform's reliability and emissions performance. These early units emphasized the series' core goal of maintaining high while achieving substantial reductions in nitrogen oxides and particulate matter compared to prior GE models. Key milestones included the first revenue deliveries in 2004, with the ES40DC variant supplied to Norfolk Southern, enabling rapid integration into freight operations across . The series gained swift adoption due to fuel efficiency gains of approximately 5 percent over predecessors like the Dash 9, translating to significant operational savings in an industry sensitive to fuel costs. By 2019, under GE's stewardship, more than 7,000 Evolution Series units had been produced, solidifying its position as the best-selling locomotive family in and underscoring its enduring market dominance.

Transition to Wabtec and Recent Innovations

In February 2019, Corporation acquired GE Transportation for approximately $8.1 billion, integrating the Evolution Series into its portfolio while retaining production of the GEVO engine at the facility. This transition preserved the series' core design under 's management, enabling continued enhancements to the platform without disrupting ongoing manufacturing. Marking the 20th anniversary of the Evolution Series in 2025, introduced the EVO Advantage engine upgrade in August, featuring advanced eTurbo technology and digital controls that improve by up to 7% and extend intervals. These innovations build on the original architecture, incorporating load-matching governors and optimized fuel delivery to reduce consumption in both Tier 3 and Tier 4 configurations. The Evolution Series Tier 4 locomotives reached their 10th anniversary in July 2025, with ET44AC units accumulating millions of operational miles and demonstrating refinements in and for sustained emissions compliance. Wabtec's investments, exceeding $250 million in Tier 4 technology, have enabled these models to achieve over 70% reductions in oxides and particulate matter compared to prior standards. Major orders underscored the series' ongoing relevance in 2024 and 2025. In December 2024, (CPKC) placed an order for 170 ET44AC locomotives, with the first five units delivered in June 2025 and plans for up to 100 more that year to expand its Tier 4 fleet. In September 2025, Kazakhstan Temir Zholy awarded a record $4.2 billion contract for 300 Evolution Series locomotives, including locally assembled kits to support regional infrastructure. Sustainability efforts advanced with Vale's partnership with , announced in October 2025, to test ethanol-diesel blends in locomotives on Brazil's Vitória-Minas Railway, aiming for up to 25% ethanol substitution through 2027 trials. Meanwhile, ES44AC production remained active into 2025, incorporating hybrid adaptations for compatibility to meet evolving fuel standards.

Design and Technology

Prime Mover and Engine Variants

The GEVO-12 serves as the foundational prime mover for the Evolution Series locomotives, featuring a 12-cylinder, 4-stroke in a V-configuration designed for enhanced efficiency and emissions compliance. This engine delivers power outputs ranging from 4,000 to 4,500 horsepower, with variations achieved through to suit specific model requirements while maintaining reliability under heavy-haul conditions. Its architecture emphasizes modular components for easier servicing, contributing to the series' reputation for low . Engine variants within the GEVO family adapt the core design to diverse power needs across the Evolution lineup. The GEVO-12 is derated to approximately 3,300 horsepower for medium-weight models like the ES30ACi, optimizing performance for lighter loads and high-temperature environments without requiring a distinct configuration. For higher-output applications, the 16- GEVO-16 variant provides up to 6,000 gross horsepower in specialized heavy-haul such as the ES58ACi. In 2025, introduced the EVO Advantage upgrade for existing GEVO engines, incorporating electronic fuel management and eTurbo technology that recovers exhaust energy to power traction motors, yielding 5-7% improvements over standard setups. Key innovations in the GEVO series focus on durability and environmental performance, including common-rail fuel injection for precise delivery and reduced emissions. For Tier 4 compliance, (EGR) and two-stage turbocharging integrate to achieve up to 76% reduction and 70% particulate matter decrease compared to prior generations. Fuel consumption averages around 0.002-0.003 gallons per ton-mile at full load for typical heavy-haul operations, reflecting a 6% advantage over legacy 16-cylinder engines like the FDL series. The engines support biodiesel blends up to B20 without modifications, ensuring compatibility with while preserving performance. The modular design of GEVO engines extends maintenance intervals to 20,000-30,000 miles between major overhauls, minimizing downtime through simplified component access and robust construction that supports over 1 million miles of before full rebuilds.

Traction Systems and Configurations

The GE Evolution Series provide operator flexibility through dual traction system options, allowing selection between DC and based on cost, performance, and infrastructure preferences. The DC configuration, as in the ES44DC model, utilizes six GE 752 series traction motors powered by rectified DC current from the main , offering a simpler with lower initial costs and compatibility with legacy DC systems. In comparison, the AC configuration, featured in the ES44AC, employs six GEB13 three-phase AC induction motors driven by inverter technology, which enhances through precise torque control, enables to recover energy during deceleration, and supports higher overall efficiency in heavy-haul applications. Truck configurations in the series emphasize durability and adaptability, with most models using six-axle C-C arrangements for maximum distribution. The ES44C4 variant introduces A1A-A1A trucks with four GE B13B2B AC traction motors, reducing unsprung weight and maintenance demands while improving ride stability on rough track by unpowering the center axles. control is managed by microprocessor-based systems, including GE's Locomotive System Integration (LSI), which integrates grids for extended low-speed retardation, wheel-slip detection algorithms to prevent skidding, and automated adjustments for optimal power delivery across varying loads. Power transmission begins with the —such as the GMG205 model—converting from the prime mover into electrical output rated at up to 3,281 kW for traction use, with auxiliary systems drawing additional capacity from a total of around 5,500 kW. In AC models, inverter bridges enable variable-frequency control of motor speeds, delivering 4,400 hp continuously at the rail while minimizing losses. is maximized at 35% for AC setups and 29.5% for DC, yielding starting tractive efforts of 183,000 lbf for ES44AC and 142,000 lbf for ES44DC, augmented by automatic sanders for enhanced grip on wet or graded rails and anti-wheel-slide sensors that modulate power in real time. Tier 4-compliant models in the ET series build on these foundations with integrated upgrades, including GE's Remote Monitoring and Diagnostics Services for real-time data transmission, enabling predictive maintenance through analysis of traction performance, fault detection, and operational trends to reduce downtime.

Emissions Standards and Performance Metrics

The GE Evolution Series locomotives were designed to comply with evolving U.S. Environmental Protection Agency (EPA) emissions standards, beginning with Tier 2 certification upon their introduction in 2005. Tier 2 standards required a reduction in nitrogen oxides (NOx) to 5.5 g/bhp-hr and particulate matter (PM) to 0.20 g/bhp-hr for line-haul locomotives over 2,000 horsepower, representing approximately a 42% NOx cut from pre-2002 Tier 0 levels of 9.5 g/bhp-hr. These locomotives achieved this through advanced combustion in the GEVO engine family, without relying on exhaust aftertreatment systems. Subsequent models transitioned to Tier 3 standards starting in 2012, maintaining at 5.5 g/bhp-hr but reducing PM to 0.10 g/bhp-hr via refined engine controls and lower-sulfur fuel compatibility. The series reached full Tier 4 compliance in 2015 with models like the ET44AC, which deliver a 76% overall reduction to 1.3 g/bhp-hr (or combined + hydrocarbons at the same level) and a 70% PM cut to 0.03 g/bhp-hr compared to Tier 3 baselines. This compliance was enabled by innovations such as (EGR) and two-stage turbocharging in the GEVO-12 engine, allowing the locomotives to meet standards without (SCR) or diesel particulate filters (DPF). Performance metrics for Evolution Series locomotives underscore their efficiency in freight operations. Typical top speeds reach 75 mph, with continuous rated at 166,000 lbf for models like the ES44AC and ET44AC. improved by approximately 3% over predecessors like the Dash 9 series through optimized engine design, while independent testing showed a 6% advantage over comparable EMD SD70ACe Tier 2 units. By 2025, nearly 1,200 Tier 4 units had logged over 500 million miles, achieving high reliability with nearly 10,000 cumulative years of operation and availability rates supporting consistent heavy-haul service. Further innovations in the Tier 4 Evolution Series include variable-speed auxiliaries and advanced digital controls like Trip Optimizer, which enhance fuel economy and reduce by over 200 tons of CO2 annually per . In 2025, (successor to ) initiated testing of diesel-ethanol blends in Evolution Series s with Vale on Brazil's Vitória-Minas Railway, building on existing 25% compatibility to evaluate higher substitution rates for decarbonization, targeting a 33% cut in operational emissions by 2030. In heavy-haul applications, Evolution Series locomotives achieve a horsepower-to-ton of 1.2-1.5 in typical consists, outperforming EMD equivalents in long-haul and emissions performance due to the platform's integrated design.
TierImplementation Year (Line-Haul >2,000 hp) (g/bhp-hr)PM (g/bhp-hr)Key Reductions vs. Previous Tier
Tier 220055.50.20~42% from Tier 0
Tier 320125.50.1050% PM from Tier 2
Tier 420151.30.0376% , 70% PM from Tier 3

Models

ES44 Series Variants

The ES44 series represents the core of GE's Evolution lineup for North American freight service, featuring variants with either DC or AC traction systems powered by the 12-cylinder GEVO-12 prime mover. These locomotives were developed to comply with EPA Tier 2 emissions standards while offering improved and reliability over predecessors like the Dash 9 series. The series includes both six-axle configurations for heavy-haul applications and specialized adaptations, with production emphasizing AC traction for superior and maintenance advantages by the late . The ES44AC, introduced in 2002, is the flagship AC-traction model with 4,400 horsepower, utilizing C-C trucks for maximum in high-tonnage operations. Over 3,700 units were built through 2019, making it the most numerous variant and a staple for major carriers including Union Pacific, , and . Its wide safety cab enhances crew comfort, and the design prioritizes long-haul efficiency on routes with steep grades and heavy loads. In contrast, the ES44DC provided a DC-traction alternative from to , also rated at 4,400 horsepower but at a lower initial cost for railroads preferring simpler electronics and lighter-duty assignments. Approximately 1,100 units were produced, primarily for Canadian National and Norfolk Southern, where they handled intermodal and coal trains effectively before AC models dominated due to better performance in and fuel economy. Production ceased in as AC traction proved superior for modern railroading demands. The ES40DC served as an entry-level derated variant from 2004 to 2008, delivering 4,000 horsepower via DC traction to meet early emissions requirements while replacing older 9-40CW units. Around 220 were built exclusively for Southern as a low-emission bridge model, featuring updated cabs and the GEVO-12 engine but without the full power of the ES44 lineup. These units were later uprated to 4,400 horsepower on some fleets to extend . For enhanced maneuverability on curvy mainlines, the ES44C4 variant adopted an with four axles powered per (two traction motors per side), maintaining 4,400 horsepower in an AC configuration introduced in 2009. This design improved curve negotiation and reduced wheel wear compared to full C-C setups, with over 1,100 units built mainly for through 2020, alongside a smaller order for Florida East Coast. The model addressed specific operational needs on networks with tighter radii without sacrificing overall power. Export-oriented i-series adaptations, such as the ES44ACi and ES44DCi introduced from 2008, feature isolated cabs for better noise and , tailored for international markets like and . In , the design was licensed for local production as the NR-class C44ACI by UGL Rail, entering service in 2008 for heavy-haul and trains with modifications for standard gauge and harsh environmental conditions. Similar variants support operations in under local assembly, emphasizing durability in diverse climates. By 2025, the ES44 family had exceeded 7,000 units in total production across all variants, underscoring its role as GE's best-selling line before the shift to Tier 4-compliant ET models. This volume reflects widespread adoption for freight efficiency, with DC variants phased out in favor of AC for ongoing advancements in traction technology.

ET Series Tier 4 Models

The ET Series Tier 4 models represent General Electric's (now ) Evolution Series locomotives designed to comply with the U.S. Agency's (EPA) Tier 4 emissions standards, which mandate significant reductions in nitrogen oxides and particulate matter compared to prior tiers. These models incorporate advanced engine technologies, such as the GEVO-12 prime mover with enhanced combustion efficiency and no aftertreatment systems like , enabling up to 70% lower emissions without compromising power output. Introduced around 2012, the ET designation signifies the Tier 4 from earlier ES44 series variants, with production continuing into the present day for North American freight operations. The flagship ET44AC is a six-axle, AC-traction rated at 4,400 horsepower, featuring a larger radiator and raised dynamic brake fairing to accommodate Tier 4 cooling requirements. Development began in 2012, with testing completed by 2014, leading to the first deliveries in 2015 to , which ordered an initial batch of 100 units to modernize its fleet. By 2025, had produced approximately 1,178 Tier 4 Evolution Series locomotives across , with the ET44AC forming the majority due to its versatility in heavy-haul service. Notable features include trip optimizer software for and a starting of 60,000 pounds, contributing to operational savings of up to 5% in fuel consumption. Tier 4 fleet exceeded 350 units by mid-2025, representing about 65% of its locomotives meeting Tier 3 or better standards. A four-axle variant, the ET44C4, shares the ET44AC's 4,400 hp rating and Tier 4 compliance but employs an A1A-A1A truck configuration with dynamic to optimize on lighter rail corridors. Introduced in 2015, it omits traction motors on the idler axles for reduced weight and maintenance costs, making it suitable for secondary lines. has been the primary operator, incorporating ET44C4 units into its fleet alongside standard ET44ACs as part of broader Tier 4 adoption. For yard and switching duties, the ET23DCM offers a lower-power Tier 4 interim solution, rebuilt from frames and repowered with a six-cylinder GEVO-6 engine producing 2,300 hp. This DC-traction model meets emissions standards through engine redesign rather than add-on systems, with deliveries to beginning in 2022 for hump yard service; CSX planned at least 13 such units initially, with additional rebuilds supporting fleet sustainability. Recent deployments highlight the ET Series' ongoing role in fleet renewal. (CPKC) ordered 170 ET44AC locomotives in late 2024, with initial deliveries of five units arriving in June 2025 from Wabtec's facility, aimed at expanding capacity across its North American network. These builds underscore the model's adaptability to post-merger growth, with full rollout expected over several years.

Export and Specialized Variants

The GE Evolution Series has been adapted for various export markets outside , featuring modifications for different track gauges, environmental conditions, and operational demands in emerging economies. One prominent variant is the , a 4,500 hp six-axle AC-traction diesel-electric designed for 1,520 mm gauge networks in former Soviet states. Developed by (now ), the uses a 12-cylinder GEVO-12 prime mover and has been produced primarily at the Lokomotiv Repair Plant in , , with over 300 units built since 2010 for operators in , , and other regional railways. In September 2025, secured a for an additional 300 locomotives for Temir Zholy, with deliveries planned over the following years. Another specialized heavy-haul configuration is the 3TE25K2M, a triple-section locomotive for (RZD) on the 1,520 mm gauge system, introduced in the late to handle extreme cold-weather freight operations on lines like the Baikal-Amur Mainline. Each section is powered by a 4,215 hp GEVO-12 engine, providing a combined output of approximately 12,645 hp, with enhancements such as reinforced cooling systems and improved for heavy and trains weighing up to 5,200 tonnes. By 2023, RZD had received over 139 units, with production continuing at Engineering Works in collaboration with . In , the ES43ACi serves as a key export model tailored for broad-gauge (1,676 mm) operations in challenging dusty and high-temperature environments. ordered 55 units in 2015, with deliveries commencing in 2016; these 4,300 hp locomotives feature a 12-cylinder , an 8,000-liter , and upgraded filtration systems for reliability in arid conditions. More recently, in 2024, secured a $277 million contract to supply ES43ACi units for the TransGuinéen Railway in as part of the Simandou iron ore project, with the first 4,500 hp unveiled in May 2025 at 's facility in Marhowrah, ; the order encompasses 78 units equipped with the Series diesel for efficient heavy-haul service on a new 600 km network. High-power variants highlight the series' flexibility for demanding export applications. The ES59ACi, rated at 6,250 hp with a 16-cylinder GEVO-16 engine, was developed exclusively for China's 1,435 mm standard gauge and produced in 700 units between 2008 and 2009 at GE's Erie plant and Qishuyan, marking one of the largest single-model export orders for cab-forward heavy freight on the network. Similarly, the ES58ACi, a 5,800 hp model with a GEVO-16 prime mover, was built for Brazil's 1,600 mm gauge Carajás Railway, with 70 units delivered in 2009 to haul ; these underwent testing on GE's Erie track as engineering demonstrators before export. Lower-horsepower variants, such as the ES30ACi (3,000 hp) and ES40ACi (4,000 hp), cater to medium-haul and applications with AC traction and compact designs for lighter . Built primarily between 2008 and 2022 and compliant with up to Tier 3 emissions standards, these models emphasize fuel efficiency and lower ownership costs, though deployments have focused on export markets like and rather than widespread North American service. Specialized developments include conceptual integrations of hybrid and battery-electric technologies into the Evolution platform. Early prototypes, such as the 2007 GE Evolution Hybrid with lithium-ion batteries for , aimed to reduce fuel use by up to 10% in yard switching, though production versions were not pursued. More recent efforts by in 2024-2025 focus on battery-electric pairings like the FLXdrive system, which can hybridize with Evolution Series diesels for zero-emission operations in short-haul segments, tested in North American pilots but adaptable for export markets seeking emissions reductions. By 2025, export variants of the Evolution Series have exceeded 2,000 units delivered globally, with significant concentrations in (e.g., over 1,000 for and combined under dedicated production agreements) and ongoing large-scale orders like Kazakhstan's 300-unit emphasizing the platform's role in modernizing freight infrastructure in developing regions.

Operators and Deployment

North American Operators

Union Pacific operates the largest fleet of GE Evolution Series locomotives in , with 937 ES44AC units designated as C45ACCTE on its roster as of late 2025. These locomotives are primarily deployed in intermodal and heavy-haul services across the railroad's extensive network, providing reliable power for high-volume freight corridors. maintains a substantial Evolution Series fleet, including approximately 1,000 ES44AC units and over 100 ET44AC Tier 4-compliant models. The ET44ACs are particularly focused on operations in the for coal trains, where their emissions compliance and efficiency support demanding bulk freight demands. BNSF has continued to integrate newer builds, enhancing its mainline capabilities. CSX Transportation runs more than 448 ES44AH locomotives, forming a core component of its motive power for freight services. In addition, CSX has incorporated around 28 ET23DCM dual-cab locomotives rebuilt from SD40-2s between 2023 and 2025, utilizing engines for Tier 4 compliance and suitability in switching and yard operations. (CPKC) has expanded its Evolution Series holdings with a 170-unit order of ET44AC locomotives announced in late 2024, with deliveries commencing in 2025 to bolster cross-border freight capacity. This order follows the acquisition of 8 ex-Baffinland ET44AC units in November 2024, renumbered for service on Mexico-to-Canada routes. The new units, numbered in the 8700 series, emphasize Tier 4 emissions standards for international trade corridors. Norfolk Southern operates over 300 Evolution Series units, including ES44C4 and ET44C4 variants integrated into its fleet for versatile freight applications. Its 185 ES44AC locomotives, numbered 8000-8184, support mainline operations, complemented by select ET44AC models for emissions-regulated services. deploys more than 200 ES44AC and ES44DC units across its network, with key orders including 30 ES44AC locomotives built in 2012-2013. These DC and AC configurations are utilized in heavy-haul and intermodal trains, contributing to CN's focus on efficient cross-continental freight movement. Overall, North American railroads operate over 7,000 Evolution Series locomotives as of 2025, with the majority dedicated to mainline freight services where their design enhances operational reliability.

International Operators

In September 2025, awarded a $4.2 billion contract for 300 Evolution Series ES44Aci heavy-haul , marking the largest order in the company's . These units, assembled locally in using kits from U.S. facilities, are designed for the 1,520 mm gauge network and will support freight operations on Trans-Caspian routes, accompanied by 15-year service agreements to ensure reliability in the region's demanding conditions. Pakistan Railways (PR) operates a fleet of ES43ACi locomotives, with 55 units delivered from a 2015 agreement with , adapted for the 1,676 mm broad gauge and harsh environmental conditions along key lines such as to . These 4,563 hp locomotives, equipped with GEVO-12 engines and enhanced filtration systems, have bolstered freight capacity for mineral and goods transport, though no confirmed expansions were announced by late 2025. In , the () has deployed Series variants since 2010 for oil and mineral haulage, with units integrated into operations despite maintenance difficulties arising from that limit parts access. These locomotives, part of the broader family, operate on standard 1,435 mm gauge lines and have been observed in cross-border service, such as hauling trains over the Azerbaijan-Iran bridge at Astara. Baffinland Iron Mines in Canada's region initially ordered ET44AC locomotives for its railway but canceled the acquisition; in 2024, eight of these Tier 4-compliant, 4,400 hp units—originally modified for extreme cold and heavy-haul duties—were transferred to (CPKC) for integration into its North American fleet. The locomotives feature dual-cab designs and advanced cooling for sub-zero temperatures, highlighting adaptations for remote, harsh environments akin to international deployments. Mining giant in finalized a purchase of 50 Evolution Series locomotives in March 2025 for its Vitória a Minas and Carajás railroads, with units configured for up to 25% blends to reduce emissions in transport. By October 2025, Vale and initiated testing of dual-fuel variants using ethanol-diesel mixes on these lines, aiming to lower carbon footprints in high-volume mineral operations. Rio Tinto operates ES44DCi locomotives on its Australian iron ore networks, with lengthened, DC-traction variants featuring enlarged radiators for the Pilbara region's intense heat and dust. These international adaptations, built on 76-foot frames, support heavy-haul trains exceeding 35,000 tons and parallel licensed production efforts in the Pacific. Russian Railways (RZD) employs the 3TE25K2M, a three-section Evolution Series variant with 9,300 kW total power, deployed since 2019 for extreme heavy-freight duties in the Far East, including operations in temperatures as low as -50°C on steep inclines. International operators face challenges such as gauge conversions for diverse networks (e.g., 1,520 mm in CIS countries versus 1,435 mm standard) and climate-specific modifications for arid deserts, tropical humidity, and polar colds.

Licensed Production

Australia and Pacific Region

In Australia, the GE Evolution Series locomotives are produced under a collaboration between UGL Rail and (now part of Corporation), with UGL serving as the local manufacturing partner for the C44ACi variant, an adaptation of the ES44ACi model. Production occurs at UGL's Broadmeadow facility in , where locomotives are fully assembled using GE's traction packages and engines, enabling customization for Australian rail networks. The C44ACi features the GEVO-12 rated at 4,400 horsepower, optimized for heavy-haul freight operations across standard and narrow gauges. The first C44ACi units entered service in 2008, with initial deliveries to as the 92 class (15 units) for coal and intermodal trains, followed by additional classes such as the 93 class (24 units) introduced in 2012. For (now ), the model was adapted as the 5000 class (28 units) in the late 2000s and 6000 class (12 units) starting in 2009, supporting coal haulage on narrow-gauge lines. Key adaptations include integration with the National Radio Train Control (NRTC) signaling system for safe operations on mixed freight corridors and a yellow safety livery on units deployed in high-risk mining environments to enhance visibility. By 2017, approximately 136 C44ACi locomotives had been built, with total production reaching around 200 units by 2025, many deployed in the region for iron ore transport by operators like Rio Tinto. Recent advancements include the C44ESACi, an updated Evolution Series variant with enhanced , entering production in 2025 at Broadmeadow. UGL delivered the first unit to in June 2025 under a framework for up to 123 locomotives, focusing on lower emissions and improved performance in remote conditions. Video reports from October 2025 highlight the C44ACi and C44ESACi models' reliability in harsh Australian terrains, such as dust-prone routes, demonstrating sustained traction and reduced downtime. This local production has created numerous jobs at the Broadmeadow site—contributing to regional —and facilitated , enabling Australian technicians to handle maintenance and upgrades on GEVO engines independently.

Africa, Asia, and Other Regions

In , licensed production of GE Evolution Series locomotives began under a 2015 agreement between (now ) and , establishing a Diesel Locomotive Factory (DLF) in Marhowra, , for local manufacturing. The facility produces the WDG-4G class, equivalent to the ES43ACmi model with a 4,500 hp GEVO-12 engine, optimized for broad-gauge freight operations. Approximately 500 units have been assembled locally since 2018 at Marhowra, contributing to a total order of 700 WDG-4G locomotives, with the initial 50 built in the United States before full enabled progressive up to 70% local content by 2025. As of October 2025, 556 WDG-4G locomotives have entered service. South Africa's licensed production focuses on the ES40ACi variant, a 4,000 hp narrow-gauge adaptation of the Evolution Series for heavy-haul and transport, assembled at Transnet Engineering facilities under a partnership initiated in 2010. A total of 233 units, designated Class 44-000, were produced in the with 55% local content, including adaptations for 1,065 mm gauge and harsh environmental conditions, supporting Freight Rail's operations. This marked one of the highest levels of localization for GE locomotives in , emphasizing component sourcing from regional suppliers. In other regions, 's National Company Kazakhstan Temir Zholy signed a $4.2 billion deal in 2025 for 300 Evolution Series ES44ACi locomotives, with assembly planned at a new domestic plant using kits shipped from U.S. facilities, incorporating for 1,520 mm gauge operations and long-term maintenance support. Construction of the assembly plant began in 2025, with production expected to start in 2026. received delivery of 55 imported ES43ACi units starting in 2016, featuring 4,300 hp traction output and enhanced cooling for high-temperature conditions, as part of an import and localization initiative. In , 78 ES43ACi locomotives for the TransGuinéen Railway—supporting the Simandou project—were manufactured in 2025 at Wabtec's Marhowra facility in under a $277 million order, with plans for regional deployment but no on-site assembly. These efforts reflect broader agreements, such as 's 2015 pact mandating phased local content increases, resulting in over 700 licensed units across and by late 2025, primarily from and . Licensed production in these emerging markets has faced challenges, particularly for advanced components like electronic controls and emissions systems in Tier 4-compliant variants, exacerbated by global disruptions and limited local sourcing for specialized parts. Despite this, adaptations have prioritized reliability over strict Tier 4 standards, enabling deployment in diverse gauges and climates.

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