GE C40-8/C40-8W Locomotives

The GE C40-8 model and its variants, the C40-8W (which simply meant it included the wide, safety cab), C40-8M (built for Canadian National, Quebec North Shore & Labrador, and BC Rail), and C44-8W/C41-8W (higher horsepower models that were built for three different lines) began the company's present-day reign as the premier diesel locomotive builder. By the time General Electric had finished building the C40-8 nearly 1,500 units had been sold through the mid-1990s. This success continued through the rest of the 1990s with its upgraded "Dash 9" models, which sold even better at more than 3,500 units. Today, you can still find the C40-8, and its several variants listed above, operating on CSX, Union Pacific, Canadian National, and BNSF (the only two Class Is not to purchase the model included the KCS and Canadian Pacific).

However, having now operated for three decades, and with many new models released since that time, most "Dash 8's) have been displaced, sold, or rebuilt; CSX, Norfolk Southern, Canadian National, and others have purged a great number from their rosters.  They can still be found, however, on short lines and in lease fleets.

Union Pacific C40-8 #9144 is westbound on the former Western Pacific at Spring Garden, California as it leads autoracks past an eastbound counterpart on July 13, 1988. Just ahead is WP's fabled Williams Loop. Roger Puta photo.

The GE C40-8 began production in November, 1987 as the more powerful successor to the earlier C39-8. This new model would also firmly plant GE as the present-day premier locomotive builder as it provided railroads with the high horsepower and reliability they were seeking with the resurgence of the rail industry occurring at that time (and which continued through the 1990s). The GE C40-8 featured the builder's four-cycle model 16FDL prime mover, which could produce 4,000 horsepower with a continuous tractive effort of 92,750 pounds at 25% adhesion (using GE's ever-reliable 752 traction motor). This was the same rating as the C39-8 although the C40-8 offered better starting effort, 106,790 pounds. The model was also one of the first to be equipped with the new high-adhesion (or HT-C) truck, which helped to improve wheel-to-rail contact. 

Awaiting a new crew, Canadian National C40-8M #2426 is currently tied down on the main line at Washago, Ontario with train #450 during a late winter snow storm on March 17, 2005. The C40-8M was mechanically identical to the C40-8 series save for its cowl carody and Canada-specific nose and windshield. Wade Massie photo.

Orders for the new GE C40-8 took off quickly in late 1987 with five Class Is ordering the standard design including the Chicago & North Western, UP, CSX, Conrail, and NS (additionally, foreign line E.F. Carajas of Brazil bought four).   Interesting, NS was adamant at the time about purchasing locomotives with the standard cab design and did not purchase wide, safety cabs until they were mandated to do so by the FRA. Through 1992 GE sold some 585 C40-8s.  However, in 1990 General Electric unveiled a variant of the C40-8, the C40-8W, which featured the wide, safety cab. The carbody and exterior of this model has remained relatively the same with newer "Dash 9s" and through the Evolution Series featuring a sloped and beveled front nose, rectangular and thin windshields, the slight bulge behind the cab which housed the dynamic brakes, and finally the rear flared radiator "wing." When production had ended on the GE C40-8W in late 1994 it had sold nearly twice as well as its predecessor with some 900 units built.

A pair of relatively new CSX C40-8W's lead westbound autorack R217 out of Sand Patch Tunnel on the former Baltimore & Ohio on November 21, 1993. Wade Massie photo.

It should also be noted that there were several variants of the model built aside from the popular C40-8W. The first was the C40-8M, which was identical to the original mechanically save for its full width cowl cab and carbody. Only used in Canada it was sold to BC Rail (which purchased 26), CN (who bought 55), and the Quebec North Shore & Labrador Railway (who ordered 4). Additionally, there was the C41-8W design. Again, identical to the original model save for its extra 100+ horsepower, the locomotive was bought only by the Santa Fe (25) and UP (83). Finally, there was the C44-8W. This design would become extremely popular in the "Dash 9" series but here it was ordered only by CSX, which purchased 53 (again, the locomotive was identical, mechanically, except for the added horsepower).  While General Electric's locomotives are known for their reliability they have not tended to hold over the long run as EMD's designs such as the SD40-2. Still, given the relative young age of the C40-8 series most remain in service with the railroads (or their predecessors) that originally purchased them.

Conrail C40-8W #751 crosses over at the PRR's former MG Tower at Altoona, Pennsylvania with a westbound freight on May 13, 1995. Wade Massie photo.

GE C40-8 Production Roster

Owner Road Number(s) Quantity Date Built
Chicago & North Western8501-8577771989-1991
Estrada de Ferro Carajás (Brazil)501-50441989
Norfolk Southern8689-8763751990-1992
Union Pacific9100-9355, 9185 (2nd)2571989-1989

GE C40-8W Production Roster

Owner Road Number(s) Quantity Date Built
Locomotive Management Services700-739401994
Locomotive Management Services (Conrail)750-759201994
Santa Fe800-9261271992
Union Pacific9356-94801251989-1991

GE C41-8W Production Roster

Owner Road Number(s) Quantity Date Built
Santa Fe927-951251993
Union Pacific9481-9559791993

GE C40-8M Production Roster

Owner Road Number(s) Quantity Date Built
British Columbia Railway4601-4626261990-1993
Canadian National2400-2454551990-1992
Quebec, North Shore & Labrador401-40331994

GE C44-8W Production Roster

Owner Road Number(s) Quantity Date Built

Running the former Baltimore & Ohio, CSX C40-8 #7569 climbs 17-Mile Grade with westbound freight Q317 near Bond, Maryland on May 14, 1994. Wade Massie photo.

For more reading about General Electric diesel locomotives there are a few books written by noted historian Brian Solomon worth mentioning which highlight the history and background of the company.  First, is GE Locomotives, a title that provides a thorough history of its locomotive line from the earliest days of building electrics and experimental diesels to the latest models built through the early 2000s.  Second, is GE And EMD Locomotives: The Illustrated History, which generally highlights the history of both company's designs.  As with virtually all of Mr. Solomon's you can expect well-written titles with large, crisp, and sharp photographs featured throughout.

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Header Photo: Drew Jacksich

Wes Barris's is simply the best web resource in the study of steam locomotives. 

The amount of information found there is quite staggering; historical backgrounds of wheel arrangements, types used by virtually every railroad, preserved and operational examples, and even those used in other countries (North America and beyond). 

It is difficult to truly articulate just how much material can be found at this website.  It is a must visit!

Researching Rights-Of-Way

A popular pastime for many is studying and/or exploring abandoned rights-of-way. 

Today, there are tens of thousands of miles scattered throughout the country.  Many were pulled up in the 1970's and 1980's although others were removed long before that. 

If you are researching active or abandoned corridors you might want to check out the United States Geological Survey's (USGS) Historical Topographic Map Explorer

It is an excellent resource with thousands of historic maps on file throughout the country.  Just type in a town or city and click on the timeline of maps at the bottom of the page!