Southern Pacific AC4400's

Mountain Workhorses

In 1995, the Southern Pacific Railroad purchased a fleet of brand-new locomotives from General Electric to relieve its power crisis.  SPL had been cash-strapped for years, and much of its motive power was worn out, over-used and under-maintained.  Several years after the merger with Rio Grande, SPL was just beginning to show signs of economic health, and after much testing decided to spend money on GE's newest locomotives, which utilized alternating-current technology.

The AC4400 line was designed for high horsepower at low speeds, just the thing for a railroad that operated a lot of coal trains in the mountains.  The three-phase AC traction motors produce maximum horsepower throughout their speed range with little or no overheating, unlike DC motors.  Heavy grades and sharp curvature in the Rockies would put the technology to the test.  (See here for a companion article on AC locomotives.)  A simultaneous technological development, Distributed Power (radio-control of remote locomotives, usually abbreviated DPU, for Distributed Power Unit), increased the versatility of these units.  However, DPU controls were not installed in the first 100 units of SP's order.

SPL's 279 new AC4400's began arriving in May 1995, and immediately went to work in heavy service.  Although not used exclusively in coal service, they did displace most other kinds of power on coal trains in short order.  At 4,400 horsepower, 210 tons,  and producing 145,000 lbs continuous tractive effort at 13.7 mph, two of these units could replace three SD-family locomotives.  Operating practices began to change too, as DPU-controlled swing and rear helpers began replacing manned helpers on most long-distance trains.  Basically, it was seen as more economical than paying a crew to operate out of a dedicated helper base.

The acquisition of the AC4400's was the last major locomotive purchase by SPL before the merger with Union Pacific, coming a mere 16 months beforehand.  As a result, they have spent most of their service life in UP service.  After a few years, they were caught up in the renumbering program, just like most other units acquired in the merger.  For the most part, this has meant the addition of a yellow patch on the cab, and new numbers all around, although a growing number have been completely repainted.

Esthetically, there is no denying that they were strikingly beautiful when new; even the professional railroaders of my acquaintance remark on this.  They were far more reliable than most of the existing power (Grand Junction crews referred to the older units as "that red-and-gray crap").  I lamented the loss of the older power they replaced, but I didn't have to ride on them every day-- the crews thought they were a big step up.

At first, these units seemed very generic: every train had six identical-looking locomotives on it.  Later, after learning of the DPU situation, I started paying attention to the numbers.  Anything numbered 100-199 meant a non-controller unit.  In fact, units in this series could not lead a train that used any remotes.  This did, however, create a unique niche for them.  The North Fork branch between Grand Junction and the coal mines near Paonia was and is an operation that only needed two locomotives per train, due to the profile.  Since all uphill trains were empties and all downhill trains were loads, remotes were not necessary.  As a result, one finds the 100's on this branch more than any other kind of power.

Another spotting feature is the small white lightning-bolt emblem on the side of the nose, rear edge of the "wing".  This also indicates a DPU controller unit.

One main difference between the SP AC4400's and their UP counterparts (C44AC) is that the SP versions do not have an isolated cab.  Essentially, the UP units have some additional cushioning and acoustic insulation that makes them quieter for the crews.  Espee chose not to spend the money on the option when they placed their order.  Having ridden in the cab of No. 277 between Grand Junction and Glenwood Springs, I can say that it would have been money well-spent!  The noise level in the cab when the train is running at Notch Eight is significant (you need hearing protection).

With the near-completion of the patching program, these unique units have lost some of their special identity.  In that light, I decided to create this page of images to remember heyday of the red-and-gray AC4400's.

These photographs focus on the lines in Colorado (former Rio Grande), and are arranged chronologically.  Some of the images show up on other pages at this site; others are new scans.   You may also jump to specific units by number on the table below. 

	Brand new trio of AC4400's, Nos. 130, 219, and 200 are seen at Grand Junction on June 25, 1995.  They are a month old, and look resplendent in shiny red and lark gray.
	A pair of AC4400's led by No. 330 have an eastbound coal train at Cotopaxi, CO on Aug. 16, 1996.
	About 7:20 AM on 8/17/96, No. 362 and two sisters are leading a westbound train.  I shot a lot of these units during three days on a trip to Cotopaxi.
	Before the UP merger, SP used the AC's to power certain manifest trains on its Central Corridor route.   Here, No. 289 and a couple of older tunnel motors lead a westbound at Cotopaxi (Aug 17, 1996).  It's three weeks until the merger, and a year before the Tennessee Pass line was severed.
	Here's a closer look at No. 289 as she motors past up the canyon. (8/17/1996)
	No. 354 is glimpsed through the trees, leading a westbound manifest.  If this line were to reopen, I would definitely stay at this particular campground again!
	On the same day as the previous shots, two units (Nos. 202 and 102) lead an eastbound manifest at Coaldale, CO (east of Salida).  The Tennessee Pass route was very busy at this point in time.  Barely year later it was cut in two, and through traffic ceased.
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	We chased this manifest train with its pair of AC4400's all the way from Texas Creek to Coaldale, in terrible lighting (and lighning) conditions.  Here it's rounding the curve at Coaldale, with 357 in the lead.  The shot's a little blurry, but the colors on these yet-new and yet-clean locomotives are still vibrant.  These were classy units.
	The following day, a pair of AC4400's with all the same numerals but different order (Nos. 326 and 263) lead an eastbounder past the campground at Cotopaxi.  No. 263 is a tad grimy at this time.
	Not long after the merger, January 1997 to be exact, a loaded coal train led by No. 305 rolls through Crescent on the Moffat Route.
	Same train as above, No. 272 is part of the swing helper.  Notice that the paint is still reasonably clean and shiny, despite the heavy use in coal train service.  That will change with time.
	At dawn on August 3, 1998, No. 134 waits on the ready line at Grand Junction.
	Same day as the photo above, No. 146 is also ready to go for more coal up the North Fork branch.
	Again the same day, Nos. 306 and 186 wait on the service tracks at Grand Junction, in the company of a number of UP C44AC's and a few second-generation locomotives.
	The day after Christmas, 1998, No. 364 is running second on a westbound coal empty at Pinecliffe, Colorado.  As usual, it's cold and windy.
	Same train as above, the swing help consists of SP No. 365 and UP No. 7124.  At this time, some empties were still returning with remote helpers.  Later, practice changed to put all the power on empties at the head end.  [What I won't post here is the pic of my cousin waving to the unmanned remote...]
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	Rear remotes on the same train as above, No. 164 is leading.  However, since the 100-series lack DPU control capability, it's actually No. 275 (below) that's the controlling unit in this pair.  Note that all the units on this train are remarkably clean.
	The day after Christmas, 1998, No. 275 is the trailing unit on a westbound coal empty at Pinecliffe.   This is one of my favorite photos.
	December 26, 1998-- a westbound coal empty is about to split the intermediate signals at Coal Creek bridge.  SP AC4400 No. 142 is fourth back, and looks to be just along for the ride.  There were two other SP units on this train, which had all the power up front (the first three locomotives doing all the work).
	August 1999 has No. 252 leading an eastbound coal train up the approach to West Portal.  A UP SD9043MAC is right behind.  No. 252 is shown below in nearly the same location but very different conditions, in February 2002.
	August 1999 at West Portal of the Moffat Tunnel-- No. 326 leads a PSCX load up the grade.  The train is only managing about 10 mph at this point, though it accelerated as it reached the lesser grades inside the tunnel. In this sequence, we can see the train as it negotiates the curve between Winter Park siding and the tunnel portal itself.  I can't quite make out the number of the second unit, but it's in the 100 series.
	October 9, 2000, another coal train rolls through Crescent, led by Nos. 274 and 114.  The locomotives are starting to show the effects of several years of hard work with few washings.
	On the same train as above, No. 214 is a solitary swing unit.  It has received a replacement battery box door, evidently from a UP unit.
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	Late in December 2000, No. 140 is second on an eastbound coal load at Fraser, CO.  The train is at the toe of the 2% grade leading up to the Moffat Tunnel, and the locomotives are starting to work harder.  By the time the last of the train was on the grade, its speed was down to a crawl.  CNW No. 8808 is leading.  Here is the full, uncropped image.
	On August 6, 2001, No. 262 leads a westbound coal empty out of the morning shadows of Glenwood Canyon.  I photographed this from our window at the Hotel Denver.  (photo enhanced to mute the shadows...)
	August 2001 at Coal Creek sees another PSCX coal train, led by No. 337.  This train had an interesting setup of power: three pairs of locomotives, each pair an Espee AC4400 and a UP SD9043MAC.  Evidently they were experimenting with tractive effort balancing.  The SD9043's tend to load up quicker, leading to a jerkier start and more wheel slippage.
	Here's a look at the rear of the same train, showing the final pair of locomotives.  No. 344 is the SP component.
	Wintertime in the Rockies, and No. 252 leads a load through West Portal.  This train had a mix of SP and UP power.  Probably due to the stiffer winter conditions, this train had three units on the point.  By the way, this photo appears in my book.
	Same train as above, with No. 163 and UP SD9043MAC No. 8243 cut in mid-train and pushing for all they're worth. By now, with most of the train on the lesser 1.1% grade in the tunnel, speed has picked up from about 10 mph to closer to 20 mph.
	The rear help consists of a pair of AC4400s (actually, the UP unit is designated a C44AC, but it's essentially the same hardware).  The UP unit is the controller in this pair. Now the train is up to a majestic 25 mph.  Long after it disappeared into the tunnel, a significant amount of noise and vibration could still be detected. By the way, that made for a total of seven locomotives on this train...
	In November 2002 I found No. 294 on the Grand Junction ready line, right by the street.  It's worth mentioning that, up close, these locomotives are huge, at 73' 2" in length and 15' 5" high..    BOTTOM:  Here's another look at No. 294.  Definitely showing her age now, but still hard at work.
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	One morning in June 2003, an eastbound coal load begins its transit of Glenwood Canyon behind Union Pacific C44AC No. 6823 and Southern Pacific AC4400 No. 107-- a non-DPU-equipped unit.  They're passing No Name at a pretty good clip, considering the grade and such.
	Later the same day, over near Paonia, No. 138 leads a coal load under the bridge at Bowie.  This train had loaded at West Elk.  This shot is a good monochrome close-up of her cab.  You can see all kinds of interesting details this way.
	No. 271 was an early repaint, coming out of the shops on Feb 10, 2001.  Now as UP 6316, it's leading a coal train at Crescent on November 8, 2004.  More photos from this day here. (I have been discovering a number of ex-SP AC4400's in my photos, disguised in yellow...)
	Let the patches begin...  It's November 8, 2004.  UP No. 6390 is the former SP No. 260.  It's running Tail-end Charlie on a loaded coal train at Crescent.  The sun has just gone down behind us.  The unit was given this number the previous September.
	July 28, 2005 (nearly nine years after some of the shots at the top of this page), I encountered a pair of patched units leading a train just east of Delta.  Dirty but doing their job.  No. 6190 is the former SP 142 and No. 6193 was SP 138 (see the black/white close-up shot above).
	An hour later, I was quite pleasantly surprised to find two unpatched units, Nos. 144 and 140, at West Elk.  These were some of the last AC4400's in original paint and number.
	December 30, 2006: All of Colorado east of the Divide was buried under a series of blizzards that shut down the whole region, including its railroads.  Here, an eastbound coal train sat idling at Pinecliffe, nowhere to go.  The second unit on the train this evening was patched AC4400 No. 6153, the former SP 110, renumbered fifteen months earlier. (One irony of all this was that the Ski Train was cancelled because of too much snow!  Too bad they hadn't announced that before I drove 400 miles on ice and snow to ride it.  And the bitterness continues to fester... :-)      )
	July 29, 2007 in Denver revealed a pleasant surprise: two unpatched AC4400's.   Here is the first, No. 347, with the light on the wrong side for good photos.  It's in North Yard, north end of the loco service area.
	Buried in the yard and only half-visible, No. 187 waits for a job.  It has a patched SP SW1500 for company.
	More typical of 2007, patched UP 6413 is spotted in front of the yard tower.  This was originally SP No. 367.
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	Basic Union Pacific C44AC, right?  Look again.  This is the former SP No. 370, leading an eastbound coal train at Sulphur on 8/9/2007. Number 370 was the first Southern Pacific AC4400 to be renumbered and repainted into this series, on May 24, 2000.
	A pair of patched units are in the swing helper at Sulphur on 8/9/2007.  Our unique vantage point (on the signal mast) gives a pretty good close-up view...  These are the former Nos. 363 and 218.
	One reason why I don't like digital cameras-- you don't always have good control of the shutter.  No. 6376 is the former SP 294 (listed above) and is pushing on the end of an eastbound train at Sulphur, 8/9/2007.
	Former No. 124, staged in Glenwood yard on 9/01/2008.  She's starting to show her age.  [On the same day I spotted No. 352, unpatched, just west of here.  Unfortunately I couldn't get the camera working in time...]
	Former No. 328, DPU'd onto the back of an eastbound coal load as it moves ahead to the east end of Glenwood yard (9/01/2008).
	Former No. 157, now UP 6204, at Glenwood yard, also on September 1st, 2008.
	Former No. 353, now UP 6170, running third on the Denver-to-Roper manifest freight on 12/06/2008.

table of units

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