The GE Dash 7 Series

It’s interesting, though, that despite its relative new status General Electric has in some shape or form been a part of the diesel locomotive market basically since its inception. GE actually has the distinction of having developed the first commercial diesel-electric and helped supply the prime movers to the early box-cab designs in the 1920s in cooperation with Ingersoll-Rand and the American Locomotive Company (Alco). GE and Alco would be partners for years through the early 1950s when Alco began to switch its production line entirely from steam locomotives to diesels with GE supplying prime movers.

During this time GE also became marginally successful in the diesel switcher market by producing lightweight and maneuverable little switcher locomotives that could be used in industrial service and over branch lines (which contained sharp curves and light rail) the most successful of which was its 44-tonner model (this model also had the advantage of being operated by only a single crewman because of its light weight, a cost-saving advantage). The success of these locomotives in terms of their construction is still evident today as some are still in operation on shortlines, tourist lines and industrial service.

The first model that debuted in the GE Dash 7 series was the B23-7 (read B23 “Dash” 7). There is almost literally no difference in appearance of the GE Dash 7 series to that of the previous Universal series except for minor variations. Perhaps the most significant difference between the two models is updated electronics in the Dash 7s and other tweaked upgrades.

Differences within the Dash 7 model are the BQ23-7, B30-7A and B30-7A1 designs. The BQ23-7 was unique in that it employed a wider cab for the conductor and any other extra personnel still in use at that time (such as the brakeman), which were usually housed in the caboose, so as to eliminate the need for that car. However, because the caboose was still being used at that time the BQ23-7 was not very successful and only a few were ever built. The B30-7A and B30-7A1 were variations of the B30-7 and offered 12 cylinders (including the B23-7) instead of the B30-7's sixteen. Rated at between 2,250 and 3,600 horsepower, overall the Dash 7s were only somewhat successful with less than a thousand total built among all of the different variations.

The “C” version of the GE Dash 7 series, however, would prove to be quite successful, especially the C30-7. There is little difference between the two models overall except that Cs simply carried the C-C truck versions of three axles each (six in total), instead of the B-B version of two axles each (four in total) as the Bs carried. GE offered the “C” version essentially in two designs, the C30-7 and C36-7, and would go on to sell well over 1,000 units of the C30-7s and over 100 of the C36-7s (interestingly there was Santa Fe’s SF30C version which was basically a rebuilt U36C and a 12 cylinder C30-7A).

The success of the C-C design was its extra axle per truck, which allowed the unit’s weight to be more evenly distributed over the rail (which, among other things in turn allowed for reduced rail wear).

Today, almost all new locomotives employ the C-C design and because of this there are still many of GE's C-C Dash 7s roaming the rails, particularly on Class Is. The GE Dash 7 series, coupled with its later Dash 8 series, would all but propel the builder to the top of the locomotive market and for the first time since diesels became the primary motive power, GE would knock EMD into second spot where it remains today.

For more information on the GE "Dash 7" series consider one (or both) of the books below. Mike Schafer’s Vintage Diesel Locomotives looks at virtually all of the classic builders and models from Alco PAs to early EMD Geeps. If you’re interested in classic GEs, or diesels in general, this book gives an excellent general history of both.

Also, Brian Solomon’s The American Diesel Locomotive also studies many of the same diesel models and builders as Mr. Schafer’s publication although at nearly twice the size the book goes into a bit more detail than Vintage Diesel Locomotives. All in all, though, both books are a great read and you shouldn’t be disappointed with them, not to mention that they are loaded with photos (many in color)!