The GE U18B began production in March, 1973, interestingly towards the
very end of the Universal line's production run. Like the U23C, the
U18B utilized a unique version of GE's 4-cycle FDL prime mover
which featured only eight cylinders that produced 1,800 horsepower.
While virtually all GE models built during this time featured the
now-well known flared radiator due to the low horsepower rating of the
U18B this simply wasn't needed, which made it appear as an early
Universal model. Still, the U18B was easily identifiable by its much
shorter frame, as it was only 54'-08" in length and weighed just 219,000
pounds. Interestingly, even though the locomotive was relatively light
and carried a short frame it did offer quite a bit of tractive effort
using refurbished Blomberg trucks; 83,500 pounds of starting effort and
57,500 continuous (by this point virtually all diesel locomotives came
equipped with dynamic braking).
General Electric's Fleet Of "U-Boats"
The First Production Model U-Boat, The U25B
Following Up Its Predecessor, The U28B
The 3,000 Horsepower, U30B
The Fourth U-Boat Entrant, The Lukewarm U33B
The Most Powerful Four-Axle U-Boat, The U36B
A Late-Era Six-Axle U-Boat, The U23C
GE's First Six-Axle Design, The U25C
The More Powerful But Unpopular U28C
Building Success, The U30C
Another Popular Six-Axle Model, The U33C
GE's Final Standard Model U-Boat, The U36C
The Experimental, 5,000 Horsepower Behemoth U50
Another Experimental Model, Union Pacific's Enormous U50C
As was generally case when it came to locomotives railroads were more interested in models which could perform multiple tasks rather than one which was intended for a specific purpose. Thus, GE had a tough time selling the U18B although it did ultimately outshopped 163 to two Class Is (Maine Central and Seaboard Coast Line), a short line (Providence & Worcester), a utility (Texas Utilities), and Mexican railroad Ferrocarriles Nacionales de México by the time production had ended in October, 1976. Had it not been for the SCL, GE's sales of the U18B would have looked very poor. However, the railroad by the 1970s was becoming an increasingly loyal customer of the company and purchased 105 between 1973 and 1974.
Production on the U18B had ended by October, 1976. Apparently the
unsuccessful nature of the model convinced General Electric to scrap any
plans to released a follow-up design, which would have been known as
the B18-7 as part of the company's new "Dash 7" series (offering new
electronics among other features). Perhaps it required GE to learn its
lesson the hard way but it came to find out what earlier builders like
Alco, Baldwin, and Fairbanks-Morse (by then long gone from the market) already knew; railroads love redundancy and usually do not respond well to specialized equipment suited for a particular task. Today, again, you can find
a handful of U18Bs still in operation on short lines although there are
none known to be preserved.
GE U18B Production Roster
|National de Mexico (Mexico)||9000-9044||45||1974|
|Providence & Worcester||1801||1||1976|
|Seaboard Coast Line||250-261, 300-392||105||1973-1974|
|Texas Utilities Company||101-102||2||1974|
For more reading about GE's U-boat line the book U-Boats: General Electric's Diesel Locomotive by author Greg McDonnell provides a complete history of the company's first production diesel models. Also, noted historian Brian Solomon has authored a number of books covering the history and background of GE's locomotives. Two, which provide a general but thorough coverage include GE Locomotives and GE And EMD Locomotives: The Illustrated History. As with virtually all of Mr. Solomon's you can expect a well-written title with large, crisp, and sharp photographs.