List of GE locomotives
Locomotives built by General Electric
From Wikipedia, the free encyclopedia
The following is a list of locomotives produced by GE Transportation Systems, a subsidiary of Wabtec. All were/are built at Fort Worth, Texas or Erie, Pennsylvania, in the United States. Most (except the electrics, the switchers, the AC6000CW, and the Evolution series) are powered by various versions of GE's own FDL diesel prime mover, based on a Cooper Bessemer design and manufactured at Grove City, Pennsylvania. GE is one of the largest locomotive manufacturing companies. This list includes locomotives built solely for export outside of North America.
Freight locomotives
Early locomotives, switchers and special purpose
Switchers
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| 20-ton Boxcab | 1938 | 5 | B | Cummins | 150 hp (110 kW) | |
| 23-ton Boxcab | 1939 | 6 | B | Cummins | 150 hp (110 kW) | |
| 23-ton | 1941 | 29 | B-B | Cummins | 150 hp (110 kW) |  |
| 25-ton | 1941–1974 | 510 | B | Cummins | 150 hp (110 kW) |  |
| 35-ton | B |  | ||||
| 43-ton | B-B | |||||
| 44-ton | 1940–1956 | 386 | B-B | Caterpillar D17000 × 2 (most) Hercules DFXD × 2 (11) Buda 6DH1742 × 2 (10) Caterpillar D342 × 2 (last 4) | 380–400 hp (280–300 kW) |  |
| 45-ton | 1940–1956 | B-B | Cummins × 2 | 300 hp (220 kW) |  | |
| GE 45-Ton switcher "Drop Cab" | 1944–1949 | 103 | B-B | |||
| GE 45-Ton switcher "Off-Center Cab" | 1941 | 9 | B-B | Cooper Bessemer EN6 | ||
| GE 46-Ton switcher "Drop Cab" | 1955 | 3 | B-B | |||
| 47-ton "Drop Cab" | 1943–1953 | 58 | B-B |  | ||
| 50-ton | B-B |  | ||||
| GE 55-Ton switcher "Off-Center Cab" | 1931 | 7 | B-B | Ingersoll Rand 300 | ||
| GE 57-Ton switcher "Off-Center Cab" | 1935 | 1 | B-B | Cooper Bessemer ENL6 | ||
| 60-ton "Boxcab" | 1928–1930 | 2 | B-B | Ingersoll Rand 300 | ||
| 60-ton "Off-Center Cab" | 1935–1941 | 10 | B-B | Ingersoll Rand 300 (1) Ingersoll Rand 400 (2) Cooper Bessemer EN8 (3) Cooper Bessemer ENL8 (4) | ||
| GE 61-Ton switcher "Off-Center Cab" | 1937 | 1 | B-B | Cooper Bessemer EN6 | ||
| 65-ton | B-B |  | ||||
| GE 68-Ton switcher "Off-Center Cab" | 1939 | 2 | B-B | Cooper Bessemer GN6 | ||
| 70-ton | 1947–1955 | 238 | B-B | Cooper-Bessemer FWL-6T | 500–660 hp |  |
| 75-ton Drop Cab | 1944 | 10 | Bo'Bo' | 2× Cummins L1 600 |  | |
| GE 78-ton | 1953 | 10 | B-B | ALCO 6-251A | 800 hp (600 kW) | |
| 80-ton | B-B | 2× Cummins | 2× 470 hp |  | ||
| 95-ton mixed center and end | 1947-1956 | 45[1] | B-B | 600/660 hp | ||
| 100-ton "Boxcab" | 1928–1930 | 11 | B-B | Ingersoll Rand 300(x2) | ||
| 100-ton | 1933–1935 | 7 | B-B | Ingersoll Rand 300(x2) | ||
| 110-ton | B-B | |||||
| 125-ton | 1939 | 4 | B-B | |||
| 126-ton | B-B | |||||
| 128-ton | B-B | |||||
| 132-ton | 1940 | 8 | B-B | |||
| 600-hp center-cab[2] | 1933–1935 | 7 | B-B | Ingersoll-Rand 10×12 | 600 hp (450 kW) | |
| NH class DEY-2[3] | 1936–1937 | 10 | B-B | Cooper-Bessemer 10½×12 GN8 (5) Ingersoll-Rand 10×12 600 (5) | 600 hp (450 kW) | |
| 1000-hp center-cab[4] | 1937–1940 | 9 | B-B | Cooper-Bessemer GN-6 | 1,000 hp (750 kW) | |
| SG10B | 1975–1981 | 124 | B-B | 7FDL-8 | 1,100 hp (820 kW) |  |
SL series switchers
Beginning in 1974, GE would introduce a more modernized series of industrial switchers known as the SL series. The numbers attached to each model indicate their weight in tons.[5][6]
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| SL-65 | 1974–1981[7] | 19+ | B-B | |||
| SL-75 and variants | ||||||
| SL-75[5] | 1977–1978 | 3[5] | B-B | |||
| SL-78 | 1980 | 2 | B-B | Custom-built for Campinas Tubar in Brazil, broad gauge | ||
| SL-80 | 1976 | 2 | B-B | |||
| SL-82 | 1980 | 1 | B-B | |||
| SL-85 | ||||||
| SL-85 | 1974–1980s | 24+ | B-B | |||
| SL-110 and variants | ||||||
| SL-87 | 1975–1978 | 2 | B-B | |||
| SL-88 | 1976 | 2 | B-B | Made for Eregli Komevileri Islemes Steel in Turkey | ||
| SL-99 | 1982–1983 | 37 | B-B | |||
| SL-100 | 1975–1977 | 9 | B-B | |||
| SL-110 | 1974–1985 | 67+ | B-B | |||
| SL-144 and variants | ||||||
| SL-115 | 1976–1980 | 22 | B-B | |||
| SL-120 | 1977 | 1 | B-B | Lukens Steel | ||
| SL-125 | 1976–1980 | 6 | B-B | |||
| SL-130 | 1976 | 2 | B-B | |||
| SL-132 | 1981 | 1 | B-B | Italsider - Piombino Works | ||
| SL-136 | 1978 | 2 | B-B | Chicago & North Western | ||
| SL-144 | 1974–1989 | 22 | B-B | |||
General purpose
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| 57-ton gas–electric boxcab | 1913 | 1 | B-B | 2× GM-16C4 V-8 |  | |
| 60-ton demonstrator | 1924 | 1 | B-B | Ingersoll-Rand | 300 hp (220 kW) | |
| 60-ton boxcab | 1928 | 3 | B-B | Ingersoll-Rand | 300 hp (220 kW) | |
| 100-ton boxcab | 1928 | 12 | B-B | 2x Ingersoll-Rand | 600 hp (450 kW) | |
| EN-6 | B-B | |||||
| 1800-hp transfer | 1936 | 1 | C-C | 2x Ingersoll-Rand | 1,800 hp (1,340 kW) | |
| 2000-hp transfer | 1936 | 1 | C-C | Busch-Sulzer | 2,000 hp (1,490 kW) |  |
| UM20B | 1954 | 2 (1 ea cab and booster) | B-B | CB 8 cyl | 1,200 hp (890 kW) | |
| UM20B | 1954 | 2 (1 ea cab and booster) | B-B | CB 12 cyl | 1,800 hp (1,340 kW) | |
| GE GEX3341 | 1954–1966 | 11 White Pass and Yukon Route | C-C | ALCO 6-251 | 930–990 hp (690–740 kW) |  |
Universal Series (1956 to 1998)
Four axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| U4B | B-B | |||||
| U5B | 1963 | 139 | B-B | Caterpillar D-379 | 540 hp | 
|
| U6B | 1959 | 131 | B-B | 
| ||
| U8B | 1960 | 134 | B-B | |||
| UM6B | 1973 | 20 | B-B | Caterpillar D-379 | 700 hp (520 kW) | 
|
| U9B | 1957 | 13 | B-B | CB. FWL 6T | 1,060 hp (790 kW) | 
|
| U9C | 1958 | 16 | B-B | Cooper Bessemer FWBL 6T | 990 hp | |
| U10B / DH class | 1964–1992 | 447 | B-B | Caterpillar D398 | 900 hp (670 kW) | 
|
| UM10B | 1961 | 86 | B-B | Caterpillar D398B | 1,050 hp (780 kW) | 
|
| U11B | 1980 | B-B | Caterpillar D388 & D389 | |||
| U12B | 1958 | 97 | B-B | CB FVBL-8 | 1,200 hp (890 kW) | 
|
| U13B | 64 | B-B | ||||
| UD18 | 1956 | 10 | B-B | GE FDL-12 | 1,800 hp (1,340 kW) | |
| U18B | 1973–1976 | 163 | B-B | GE 7FDL-8 | 1,800 hp (1,340 kW) | |
| U23B | 1968–1977 | 481 | B-B | GE 7FDL-12 | 2,350 hp (1,750 kW) | |
| U25B | 1959–1966 | 478 | B-B | GE FDL-16 | 2,500 hp (1,860 kW) | 
|
| U28B | 1966-1967 | 148 | B-B | GE FDL-16 | 2,800 hp (2,090 kW) | 
|
| U30B | 1966–1975 | 295 | B-B | GE FDL-16 | 3000 hp (2240 kW) | 
|
| U33B | 1966–1975 | 137 | B-B | GE FDL-16 | 3,300 hp (2,460 kW) | .jpg)
|
| U36B | 1969–1974 | 125 | B-B | GE FDL-16 | 3,600 hp (2,680 kW) | .jpg)
|
| MATE | 1971–1972 | 25 | B-B | none | Road Slug |
Six axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| U12C | 1956–1961 | 153 | C-C | CB FVL-8ST | 1,420 hp (1,060 kW) | |
| UM12C | 1956, 1963, 1966 | 20 Philippine National Railways 50 State Railway of Thailand[8] | C-C | Cummins KT38-L x 2 (State Railway of Thailand)
Cooper-Bessemer FVBL-8 (Philippine National Railways) |
One prime mover: 660 hp (490 kW)
Total: 1,320 hp (980 kW) in case of Cummins KT38-L |
|
| U13C | 1967 | 109 | C-C | GE 7FDL-8 | 1,420 hp (1,060 kW) | |
| U14C | 1979 | 15 (Philippine National Railways) | C-C | GE 7FDL-8 | 1,400 hp (1,040 kW) | 
|
| U15C | 1970–1980 | 274 (70 SAR 35-000, 6 PNR 900) | C-C | GE 7FDL-8 | 1,160 kW (1,560 hp) |  |
| U17C | 1973–1981 | 30 | C-C | GE 7FDL-8 | 1,700 hp (1,270 kW) |
|
| U18C | 1976–1998 | 420 | C-C | GE 7FDL-8 | 1,950 hp (1,450 kW) |
|
| UM18C | C-C | |||||
| U20C | 1995–2005 | 984 | C-C | GE 7FDL-8 | 2,150 hp (1,600 kW) |
|
| U22C | 1975–1985 | 49 | C-C | |||
| U23C | 1968–1976 | 223 | C-C | GE FDL-12 | 2,250 hp (1,680 kW) | .jpg)
|
| U25C | 1963–1965 | 113 | C-C | GE FDL-16 | 2,500 hp (1,860 kW) | 
|
| U26C | 1971–1987 | 392 | C-C | GE FDL-12 | 2,750 hp (2,050 kW) | 
|
| U28C | 1965–1966 | 71 | C-C | GE FDL-16 | 2,800 hp (2,090 kW) | .jpg)
|
| U30C | 1966–1976 | 606 | C-C | GE FDL-16 | 3,000 hp (2,240 kW) | 
|
| U33C | 1968–1975 | 375 | C-C | GE FDL-16 | 3,300 hp (2,460 kW) | 
|
| U36C | 1971–1975 | 238 | C-C | GE FDL-16 | 3,600 hp (2,700 kW) | .jpg)
|
| U50C | 1969–1971 | 40 | C-C | Dual GE FDL-12 | 5,000 hp (3,730 kW) |
Six axle & Pony
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| U18C1 | 1959–1961 | 115 (SAR) | 1C-C1 | CB FVBL-12 | 2,150 hp (1,600 kW) | 
|
| U20C1 | 1966 | 10 (SAR) | 1C-C1 | GE 7FDL-12 | 2,150 hp (1,600 kW) |  |
Eight axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| U50 | 1963–1965 | 26 | B+B-B+B | Dual GE FDL-16 | 5,000 hp (3,700 kW) |
Dash 7 Series (introduced 1977)
Models with "A" suffix are equipped with 12-cylinder prime mover in place of the standard 16-cylinder version, with the same power output.
Four axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| B23-7 | 1977–1984 | 536 | B-B | GE 7FDL-12 | 2,250 hp (1,678 kW) | 
|
| BQ23-7 | 1978–1979 | 10 | B-B | GE 7FDL-12 | 2,250 hp (1,678 kW) | |
| B30-7 | 1977–1981 | 199 | B-B | GE 7FDL-16 | 3,000 hp (2,238 kW) | 
|
| B30-7A | 1981–1983 | 200 | B-B | GE 7FDL-12 | 3,000 hp (2,238 kW) | 
|
| B36-7 | 1980–1985 | 230 | B-B | GE 7FDL-16 | 3,600 hp (2,685 kW) |  |
Six axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| C18-7i | 1993 | 10 | C-C | GE 7FDL-8 | 1,800 hp ( kW) | 
|
| C22-7i | 1999 | 20 | C-C | |||
| CM22-7i | 1995 | 38 | C-C | Cummins KTA50-L x 2 | One prime mover: 1,250 hp (930 kW)
Total: 2,500 hp (1,860 kW) |
 |
| C30-7 | 1976–1985 | 1,137 | C-C | GE 7FDL-16 | 3,000 hp (2,238 kW) | 
|
| C30-7A | 1984–1985 | 50 | C-C | GE 7FDL-12 | 3,000 hp (2,238 kW) | .jpg)
|
| C36-7 | 1978–1985 | 602 | C-C | GE 7FDL-16 | 3,600 hp (2,685 kW) |  |
Dash 8 Series (introduced 1982)
GE originally introduced this series with the model designation following the pattern of the Dash-7 line. After product improvements were made to the line in 1987 the official designations for models in this series changed to "Dash-8...", as shown in the list below. However, for simplicity, many railroads decided to use designations which follow the pattern of the Dash-7 line. Thus, for example, the Dash 8-40C is usually rendered as "C40-8". The "W" suffix indicates the then-optional wide-nose "North American" safety cab. For example, the Santa Fe used the designation "B40-8W" for GE's "Dash 8-40BW". The railroad continued this practice until its merger with the Burlington Northern Railroad in 1995, and the new railroad, Burlington Northern-Santa Fe (later BNSF Railway) furthered the practice.
Introduced during the Dash 8's later years were split-cooling in the radiators and electronic displays for the crews (instead of analogue gauges).
Four axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| Dash 8-32B (B32-8) | 1984–1989 | 49 | B-B | GE 7FDL-12 | 3,150 hp (2.3 MW) | 
|
| Dash 8-36B (B36-8) | 1982 | 1 | B-B | GE 7FDL-16 | 3,600 hp (2,685 kW) | |
| Dash 8-39B (B39-8) | 1984–1988 | 170 | B-B | GE 7FDL-16 | 3,900 hp (2,910 kW) | 
|
| Dash 8-40B (B40-8) | 1988–1989 | 151 | B-B | GE 7FDL-16 | 4,000 hp (2.9 MW) | 
|
| Dash 8-40BW (B40-8W) | 1988, 1990-1992 | 84 | B-B | GE 7FDL-16 | 4,000 hp (2.9 MW) |  |
Six axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| Dash 8-32C (C32-8) | 1984 | 10 | C-C | GE 7FDL-12 | 3,200 hp (2,390 kW) | 
|
| Dash 8-36C (C36-8) | 1983 | 1 | C-C | GE 7FDL-16 | 3,600 hp (2,680 kW) | |
| Dash 8-39C (C39-8) | 1983–1987 | 161 | C-C | GE 7FDL-16 | 3,900 hp (2,910 kW) | 
|
| Dash 8-40C (C40-8) | 1987–1992 | 607 | C-C | GE 7FDL-16 | 4,000 hp (2,980 kW) | 
|
| Dash 8-40CM (C40-8M) | 1990-1994 | 84 | C-C | GE 7FDL-16 | 4,000 hp (2,980 kW) | 
|
| Dash 8-40CW (C40-8W) | 1989–1994 | 1,504 | C-C | GE 7FDL-16 | 4,000 hp (2,980 kW) | 
|
| Dash 8.5-40CW | 2012–2016 | C-C | GE 7FDL-16 | 4,000 hp (2,980 kW) | 
| |
| Dash 8-41CW (C41-8W) | 1993 | 27 | C-C | GE 7FDL-16 | 4,135 hp (3,080 kW) | 
|
| Dash 8-44CW (C44-8W) | 1993 | 53 | C-C | GE 7FDL-16 | 4,400 hp (3,280 kW) |
Eight axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| Dash-8 BB40-8M | 6 | B-B+B-B | GE 7FDL-16 | 4,100 hp (3,060 kW) |  |
Dash 9 Series (introduced 1993)
The Dash 9 series introduced primarily electronics updates to the Dash 8 line. Also introduced was the HiAd (High-Adhesion) truck. Split-cooling was standard.
Four axle
No four axle freight versions produced
Six axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| Dash 9-40C (C40-9) | 1995 | 125 | C-C | GE 7FDL-16 | 4,000 hp (2.9 MW) | 
|
| Dash 9-40CW (C40-9W) | 1996–2004 | 1,090 | C-C | GE 7FDL-16 | 4,000 hp (2.9 MW) | 
|
| Dash 9-44CW (C44-9W) | 1993–2004 | 3,682 | C-C | GE 7FDL-16 | 4,400 hp (3.2 MW) | 
|
| C38EMi | 2006-2007 | 40 | C-C | GE 7FDL-16 | 3,800 hp (2,830 kW) |  |
| C44EMi | 2007-2008 | 45 | C-C | GE 7FDL-16 | 3,800 hp (2,830 kW) |
|
| GE Dash Cv9-40i | 1996-1998 | 120 | C-C | GE 7FDL-16 | 4,000 hp (2,980 kW) | 
|
| C38AChe | 2005–2006 | 78 | C-C | GE 7FDL-16 | 5,100 hp (3,800 kW) |  |
Eight axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| Dash 9-40BBM (BBM40-9) | 1995 | B-B+B-B | GE FDL-16 | 4,000 hp (2,980 kW) | ||
| Dash 9-40BBW (BBW40-9) | 1997–2006 | 141 (for Vitoria a Minas, Brazil) | B-B+B-B | GE 7FDL-16 | 4,000 hp (2,980 kW) |  |
AC Series (introduced 1994)
These feature the same carbody design and many of the internal components as the Dash-9 series, except they are equipped with AC traction motors instead of the conventional DC versions. The cab air conditioner was moved from the left (conductor's) side walkway to a position under the cab floor to make space for the six traction inverters (one per axle) that supply the AC current to the traction motors.
Six axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| AC4400CW (CW44AC) | 1993–2004 | 3,018 | C-C | GE 7FDL-16 | 4,400 hp (3.2 MW) | 
|
| AC44i (See Note 1) | 2008– | 550 | C-C | GE 7FDL-12 | 4,500 hp (3.3 MW) | 
|
| AC6000CW (CW60AC) (See Note 2) | 1995-2001 | 317 | C-C | GE 7HDL-16 | 6,000 hp (4.6 MW) | 
|
| C30ACi | 2010-2015 | 203 | C-C | GE 7FDL-12 | 3,000 hp (2.2 MW) | 
|
| C44ACi | 2008–Present | 274 | C-C | GE 7FDL-16 | 4,400 hp (3.2 MW) |  |
Note 1: The "AC44i" is an export version of the AC4400CW locomotive for Brazil. In that country, these models are the first to use AC (Alternating Current) in their operating systems. The first units were made in United States on 2008, and the other sequential units made in the local plant of GE, in Contagem municipality, Minas Gerais.
Note 2: two versions: one contained a 16-cylinder 7HDL, co-developed by GE and the German firm Deutz-MWM, rated at 6000 HP; the other a 16-cylinder 7FDL rated at 4390 HP. The units equipped with the 7FDL were a sub-version AC6000 "Convertible" and were produced to get the type into operation while the 7HDL was developed.
Evolution Series (introduced 2005)
The Evolution Series locomotives replaced the Dash 9 and AC series in North America and exceeded the then new U.S. EPA Tier II emissions standards that took effect in 2005, reducing nitrogen oxides emissions by over 40% and improving fuel consumption as well. They use the new GEVO engine (based in part on the 7HDL design) which produces the same power from twelve cylinders as previous locomotives' 16-cylinder 7FDL engine. Both AC and DC Evolution Series share the same carbody design. The radiator section "wings" are divided into two parts with differing angles.
Six axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| ES40ACi | 2015– | 233 | C-C | GEVO-12 | 4,200 hp (3.0 MW) | |
| ES40DC | 2004–2008 | 302 | C-C | GEVO-12 | 4,000 hp (2.9 MW) | 
|
| ES44DC | 2005–2010 | 1,066 | C-C | GEVO-12 | 4,400 hp (3.2 MW) |  |
| ES44DCi | 100 | C-C | GEVO-12 | 4,400 hp (3.2 MW) | 
| |
| ES44AC | 2003– | 4,096 | C-C | GEVO-12 | 4,400 hp (3.2 MW) | 
|
| ES44ACi | 2009– | Over 387 (8 For passengers) | C-C | GEVO-12 | 4,400 hp (3.2 MW) |  |
| ES44C4 | 2009–2020 | 1,323 | A1A-A1A | GEVO-12 | 4,400 hp (3.2 MW) | .jpg)
|
| ET44AC | 2015– | 884 | C-C | GEVO-12 | 4,400 hp (3.2 MW) |  |
| ET44C4 | 2015–2020 | 311 | A1A-A1A | GEVO-12 | 4,400 hp (3.2 MW) | .jpg) |
| ES58ACi | 2009– | 125 | C-C | GEVO-16 | 6,200 hp (4.3 MW) | |
| C44ESACi | 2024-2025 | 50 | C-C | GEVO-12 | 4,536 hp
(3.3 MW) |
 |
| ES59ACi | 2008–2010 | 700 (300 dual cab) | C-C | GEVO-16 | 6,250 hp (4.4 MW) |  |
Eight axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| *ES43BBi | 2015– | 7 (Klabin)[9] 43 (Rumo Logística) + 11 to VLi "VL!" Multimodal S.A. | B-B+B-B | GEVO-12 | 4,400 hp (3.2 MW) |
FLXDrive
The FLXDrive Series of locomotives are GE's first battery-electric locomotives, using a similar design to the Evolution Series, with the exception of a diesel prime mover. The FLXDrive series was introduced in late 2019 with one BEL44C4D demonstrator unit, but other FLXDrive variants are planned for the future.
Six axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| BEL44C4D | 2019– | 1 | A1A-A1A | Lithium-ion batteries | 4,400 hp (3.2 MW) | |
PowerHaul Series
Six axle
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| PH37ACmi | 2009–2017 | 37 | C-C | GE PowerHaul P616 | 3,690 hp (2.7 MW) | 
|
| PH37ACi | 2013–2019 | 50 | C-C | GE PowerHaul P616 | 3,690 hp (2.7 MW) | |
| PH37ACmai | 2014 | 3 | C-C | GE PowerHaul P616 | 3,690 hp (2.7 MW) |
|
Passenger locomotives
While primarily a builder of freight locomotives, GE has on occasion been called upon to construct passenger models for specific customers. The most recent is the P42DC, ordered by Amtrak to replace the aging EMD F40PH. Additional units have been built for Via Rail Canada.
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| U28CG | 1966 | 10 | C-C | GE FDL-16 | 2,800 hp (2.0 MW) |
|
| U30CG | 1967 | 6 | C-C | GE FDL-16 | 3,000 hp (2,240 kW) | 
|
| U34CH | 1970-1973 | 33 | C-C | GE FDL-16 | 3,600 hp (2.7 MW) | 
|
| U36CG | 1974 | 20 | C-C | GE FDL-16 | 3,600 hp (2,680 kW) | |
| P30CH | 1975-1976 | 25 | C-C | GE FDL-16 | 3,000 hp (2,240 kW) | 
|
| Dash 8-32BWH (B32-8WH) | 1991 | 20 | B-B | GE 7FDL-12 | 3,200 hp (2,390 kW) | 
|
| P40DC | 1993 | 44 | B-B | GE 7FDL-16 | Before Rebuild: 4,000 hp (2,980 kW)After Rebuild: 4,250 HP | 
|
| P32AC-DM | 1995-2001 | 50 | B-B | GE 7FDL-12 | 3,200 hp (2,390 kW) | 
|
| P42DC | 1996-2001 | 228 | B-B | GE 7FDL-16 | 4,250 hp (3.2 MW) |  |
Electric locomotives
| Model designation | Build year | Total produced | AAR wheel arrangement | Supply Voltage | Power output | Image |
|---|---|---|---|---|---|---|
| B&O LE-1 | 1895-1896 | 3 | B-B | 1,448 hp
(1,080 kW) |
.jpg) | |
| NYC T-1 later reclassed as S-1 | 1904 | 1 New York Central Railroad | 1-D-1 rebuilt to 2-D-2 | 600 V DC | 1,695 hp (1,264 kW) |  |
| NYC T-2 later reclassed as S-2 | 1906 | 34 New York Central Railroad | 1-D-1 rebuilt to 2-D-2 | 600 V DC | 1,695 hp (1,264 kW) |  |
| NYC S-3 | 1908–1909 | 12 New York Central Railroad | 2-D-2 | 600 V DC | 1,695 hp (1,264 kW) | |
| GN boxcab | 1909 | 4 Great Northern Railway | B+B | 6,000 V, 3 phase AC | 1,000 hp (750 kW) |  |
| NH 068[12] | 1912 | 1 New York, New Haven and Hartford Railroad | 2-B+B-2 | 11,000 V AC, 25 Hz | 1,560 hp (1,160 kW) | |
| NYC T-1b | 1913 | 10 New York Central Railroad | B+B-B+B | 600 V DC | 2,500 hp (1,900 kW) | |
| NYC T-2a | 1914 | 16 New York Central Railroad | B+B-B+B | 600 V DC | 2,500 hp (1,900 kW) | |
| Canadian National Class Z-1-a | 1914–1916 | 6 Canadian Northern Railway (later Canadian National Railway) | B+B | 2400 V DC | 1,100 hp (820 kW) |  |
| MILW EF-1 / EP-1 (GE's self-proclaimed "King of the Rails")[13] | 1915–1917 | 42 Milwaukee Road | 2-B+B+B+B-2 | 3000 V DC | 3,340 hp (2,490 kW) |  |
| MILW ES-1 | 1915 | 1 Milwaukee Road | B-B | 1500 V DC | 316 hp (236 kW) |  |
| MILW ES-2 | 1916, 1919 | 4 Milwaukee Road | B-B | 3000 V DC | 475 hp (354 kW) |  |
| MILW EP-2 (“Bi-polar”) | 1919 | 5 Milwaukee Road | 1B+D+D+B1 | 3000 V DC | 3,180 hp (2,370 kW) |  |
| NRT S104/105 | 1920 | 2 Northwestern Elevated Railroad | B-B | 600 V DC | 165 horsepower (123 kW)[14] | |
| NdeM Boxcabs (No. 1001-1012) | 1923 | 12 Mexican Railway | B+B+B | 3000 V DC | 2,520 hp (1,880 kW)[15] | |
| JNR ED11 | 1923 | 2 Japanese National Railways | B-B | 1500 V DC | 975 hp (727 kW) |  |
| JNR ED14 | 1926 | 4 Japanese National Railways | B-B | 1500 V DC | 975 hp (727 kW) |  |
| New York Central R-Motor | 1926 | 2 New York Central Railroad | B-B+B-B | 600 V DC | 3,320 hp (2,480 kW) | |
| NYC Q | 1926 | New York Central Railroad | B-B | 600 V DC | 1,665 hp (1,242 kW) | |
| NYC T-3 | 1926 | 10 New York Central Railroad | B+B-B+B | 600 V DC | 2,500 hp (1,900 kW) |  |
| NH EF2 | 1926 | 5 New York, New Haven and Hartford Railroad | 1-B+B-1 | 1,350 hp (1,010 kW) | ||
| NH EY3 | 1926 | 2 New York, New Haven and Hartford Railroad | B+B | 11,000 V AC, 25 Hz | 500 hp (370 kW) | |
| GN Y-1 (PRR FF2) | 1927–1930 | 8 Great Northern Railway (sold to Pennsylvania Railroad) | 1-C+C-1 | 11,000 V AC, 25 Hz | 3,000 hp (2,200 kW) |  |
| CUT P1-a | 1929–1930 | 22 Cleveland Union Terminal to New York Central Railroad and rebuilt to class P-2 | 2-C+C-2 | 3000 V DC rebuilt 600 V DC | 3,030 hp (2,260 kW) |  |
| GE three-power boxcab | 1930 | 40 New York Central Railroad 1 Chicago, Rock Island and Pacific Railroad | B-B | All: 600 V DC Battery 34: 600 V DC 3rd Rail 2: 3000 V DC Overhead Lines | 1,580 hp (1,180 kW) |  |
| NYC R-2 | 1930–1931 | 42 New York Central Railroad | C-C | 600 V DC | 2,500 hp (1,900 kW) |  |
| NH EP3 | 1931 | 10 New York, New Haven and Hartford Railroad | 2-C+C-2 | 11,000 V AC, 25 Hz / 600 V DC | 3,440 hp (2,570 kW) | |
| S | 1931-1932 | 8 People's Commissariat of Communication Routes of the Soviet Union | C-C | 3000 V DC | 2,800 hp (2,100 kW) |  |
| PRR P5a | 1932 | 25 Pennsylvania Railroad (+13 by PRR, +54 by Westinghouse) | 2-C-2 | 11,000 V AC, 25 Hz | 3,750 hp (2,800 kW) |  |
| PRR GG1 | 1934–1935 (PRR: 1935–1943) | 15 Pennsylvania Railroad (+124 by PRR) | 2-C+C-2 | 11,000 V AC, 25 Hz | 4,620 hp (3,450 kW) |  |
| NH EP4 | 1938 | 6 New York, New Haven and Hartford Railroad | 2-C+C-2 | 11,000 V AC, 25 Hz / 600 V DC | 3,600 hp (2,700 kW) | |
| NH EF3a | 1942 | 5 New York, New Haven and Hartford Railroad | 2-C+C-2 | 11,000 V AC, 25 Hz | 4,860 hp (3,620 kW) | |
| 2-C+C-2 | 1940–1948 | 22 Paulista Railway 15 Estrada de Ferro Central do Brasil | 2-C+C-2 | 3000 V DC | 3,800 hp (2,800 kW) |  |
| 2-D+D-2 ("Little Joe") | 1946 | 20 Soviet Railways (not delivered – 5 Paulista Railway 3 South Shore Line 12 Milwaukee Road) | 2-D+D-2 | 3,300 V DC As rebuilt by CSS&SB: 1,500 V DC | 5,500 hp (4,100 kW) |  |
| GN W-1 | 1947 | 2 Great Northern Railway | B-D+D-B | 11,000 V AC, 25 Hz | 5,000 hp (3,700 kW) | |
| VGN EL-2B | 1948 | 4 sets (2 units each) Virginian Railway | (B+B-B+B)+(B+B-B+B) | 11,000 V AC, 25 Hz | 6,800 hp (5,100 kW) per set | |
| CN Z-5-a | 1950 | 3 Canadian National Railway | B-B | 2400 V DC | 1,100 hp (820 kW) | |
| PRR E2b | 1951 | 6 Pennsylvania Railroad | B-B | 11,000 V AC, 25 Hz | 2,500 horsepower (1,900 kW) |  |
| NH EP5 (PC E40) | 1954 | 10 New York, New Haven and Hartford Railroad | C-C | 11,000 V AC, 25 Hz / 600 V DC | 4,000 hp (3,000 kW) |  |
| VGN EL-C (PC E33) | 1956–1957 | 12 Virginian Railway | C-C | 11,000 V AC, 25 Hz | 3,300 hp (2,500 kW) |  |
| PRR E44 | 1960–1963 | 44 Pennsylvania Railroad | C-C | 11,000 V AC, 25 Hz | 4,400 hp (3,300 kW) |  |
| PRR E44a | 1960–1963 | 22 Pennsylvania Railroad | C-C | 11,000 V AC, 25 Hz | 5,000 hp (3,700 kW) | |
| E50C | 1968 | 2 Muskingum Electric Railroad | C-C | 25,000 V AC, 60 Hz | 5,000 hp (3,700 kW) | |
| E60C | 1972–1976 | 6 Black Mesa and Lake Powell Railroad | C-C | 50,000 V AC, 60 Hz (overhead) | 6,000 hp (4,500 kW) | |
| E60CH / E60CP | 1974–1976 | 26 Amtrak, (5 Steam generator), (20 Head End Power/ HEP) | C-C | 11,000 V AC, 25 Hz 11,000–13,500 V AC 60 Hz (overhead) | 6,000 hp (4,500 kW) |  |
| E25B | 1976 | 7 Texas Utilities | B-B | 25,000 V AC, 60 Hz | 2,500 hp (1,900 kW) | |
| E42C | 1977–1981, 1992 | 97 Taiwan Railway Administration | C-C | 25,000 V AC, 60 Hz (overhead) | 3,800 hp (2,800 kW) |  |
| E60C-2 | 1982–1983 | 39 Ferrocarriles Nacionales de México 2 Deseret Western Railway | C-C | 25 kV AC, 60 Hz (NdM) 50 kV AC, 60 Hz (DW) (overhead) | 6,000 hp (4,500 kW) |  |
Turbine locomotives
| Model designation | Build year | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|
| GE steam turbine locomotives | 1938 | 2 | 2-C+C-2 | Steam turbine | 2,500 hp (1.86 MW) |  |
| 4500 HP GTEL | 1948–1954 | 26 | B+B-B+B | Gas turbine | 4,500 hp (3.4 MW) |  |
| 8500 HP GTEL | 1958–1961 | 30 | C-C+C-C | Gas turbine | 8,500 hp (6.3 MW) |  |
Indonesian locomotives
Locomotives exported to Indonesia are quite different from other locomotives produced by GE. They use the same type of engine across all models (GE 7FDL-8, except for UM 106T Locomotives which used Alco 12-244E). Despite using the same type of engine, the power capabilities from type to type are different as some models are equipped with dual turbocharger, or equipped with common rail system and dual turbocharger.
| Model designation | Build year | Known as | Total produced | AAR wheel arrangement | Prime mover | Power output | Image |
|---|---|---|---|---|---|---|---|
| UM 106T Shovelnose series | 1953 | CC200 | 27 | C-2-C | Alco 12-244E | 1,750 hp (1,300 kW)[16] |  |
| U18A1A | 1978–1983 | BB203 | 59, 52 was rebuilt into U18C (CC201) | A1A-A1A | GE 7FDL-8 | 1,500 hp (1,100 kW)[17] |  |
| U18C | 1977–1992 | CC201 | 92, 7 was rebuilt into C18MMi (CC204) | C-C | GE 7FDL-8 | 1,950 hp (1,450 kW)[18] |   |
| U20C Widecab | 1995–2002 | CC203 | 42 | C-C | GE 7FDL-8 (Dual turbocharger) | 2,150 hp (1,600 kW)[19] |  |
| C18MMi | 2003–2005 | CC204 1st generation | 7 (all rebuilt from U18C (CC201)) | C-C | GE 7FDL-8 | 1,950 hp (1,450 kW)[20] |  |
| C20EMP | 2006–2011 | CC204 2nd generation | 30 | C-C | GE 7FDL-8 (Dual turbocharger and common rail)[21] | 2,150 hp (1,600 kW) |  |
| CM20EMP | 2013–2016 | CC206 | 150 | C-C | GE 7FDL-8 (Dual turbocharger and common rail) | 2,250 hp (1,680 kW) | _(53329544474).jpg) |
- These locomotive models are cited from Indonesian Railways 2004 Diesel Locomotive Rosters[unreliable source?] by Indra Krishnamurti.
- These locomotives are for Indonesian Railways Co. export only.
- Although the C20EMPs were introduced in 2006, those locomotives have been operated since 2008. These locomotives were assembled in PT Industri Kereta Api, Madiun.
- Actually the C18MMis were retrofitted from U18Cs to C20EMP minimum specifications in Yogyakarta Locomotive Workshop (see above).
