B23 7 - MagnumMacKivler/RLCPT2 GitHub Wiki
A Montreal, Maine, and Atlantic Railroad B23-7, of ex Santa Fe origin (ex ATSF 6386), is the sole power for a cut of cars in 2008. Notice the trade-in AAR type Bs this unit is riding on. Photo credit Michael Eby of Trainiax.net
The B23-7 is a 4 axle (B) configuration unit, with 2250 (rounded up in name to 2300) horsepower, and was a part of the 1977 series of locomotives produced by General Electric. This locomotive is an FRA clean cab complying replacement to the U23B, and is a 12 cylinder cousin to the 16 cylinder B30-7.
Production of the locomotives started in September of 1977, with the fairly newly made Conrail (less than 10 years old) ordering 17 of these locomotives to replace the aging and worn out first generation locomotives that came from previous railroads like the Penn Central, Reading, and Erie Lackawanna.
Additional railroads began to make orders, including foreign exports to Brazil's United South Easter Railways (FUS) with 3, and National Railways of Mexico (NdeM) with 122 units.
A notable sub-variation of the B23-7 came from the Seaboard Coast Line, which had asked if they could make a crew cabin with quarters for their caboose crew, thereby eliminating the need for cabooses on heavier trains with helpers. Thus came to be the BQ23-7, with Q being for crew quarters, with a larger cab than a traditional B23-7, but otherwise standard design (except for the reconditioned Blomberg trucks from EMDs). 10 of these units were made, with all of them eventually winding up with CSX. These units were notorious for a rough ride inside the cab, and never really saw their widespread use aside from a regular locomotive. Later in service with CSX around the 1990s, these units were designated "B" units only, where their 6-8 seater cabs were plated over to create a 0 seater. As Dash 7s retired, all BQ23-7s were scrapped by the end of 2001.
CSX BQ23-7 3008, ex Seaboard Coast Lines 5138, leads a grain train past a crossing in Garrett Indiana in 1990. Later by 1994, CSX would have plated over this cab as a "B" unit for MU power only. Photo credit Barry Lennon.
In 1980, Missouri Pacific railroad later asked General Electric about possibly upgrading the 12 cylinder prime mover, and thus General Eletric began trial tests with 3 of the MoPacs B23-7s that eventually lead them to boost the horsepower rating from 2250 to 3000, thus giving rise to the B30-7A (which is not to be confused with the 16 cylinder B30-7 with the lower horsepower rating). Those first 3 locomotives were dubbed B23-7As, as they did have the increase horsepower rating but lacked SENTRY wheel creep to truly make them take advantage of such horsepower.
In total, B23-7s were found riding on 3 different types of trucks: GE's standard FB-2, AAR Type Bs from traded in GE and ALCo products, and Blombergs from traded in EMD products.
Eventually, class 1 railroads started to retired their Dash 7s around the mid 2000s. While there were a few exceptions (Some CSX models made it to the 2010s), and Union Pacific made some models, much like their B30-7s, into CCRCLs), most ended up scrapped, with a handful making it onto the 2nd hand market. Some also were turned in for Railpower "Green Goat" GG20B "Genset" locomotives on Union Pacific as well, where only the frame and trucks remained from their original GE donors.
Union Pacific Yard #163, a CCRCL, is a converted shell from SSW B23-7 7783. This "locomotive" has RC controls inside of the cab that help operate MU'd locomotives with a remote control pack. Eventually, as most locomotives on the UP that switch were RC controls equipped, these locomotives were sidelined and scrapped. Notice the lack of fuel tank, as well as traction motors. Photo credit Matthew Brown.
A Railpower GG20B "GreenGoat", built off of the frame of a retired B23-7, sits in a yard in Savanna, Oklahoma shortly after being created. This unit specifically is built off the frame of Missouri Pacific B23-7 #2298. It too has since been retired from Union Pacific after gensets were not found to be as effective as anticipated, and as of 2024 faces an uncertain future with Larry's Truck and Electric. Photo credit Mike Bates
PT-Specific Information
| General Info | - |
|---|---|
| Prime Mover | GE-7FDL12F (1) |
| Horsepower | 2250 |
| Truck Type | GE FB-2 (2) |
| Axles | 4 |
| Traction Motors | 4 |
| Minimum Weight | 253,000 lbs |
| Maximum Weight | 280,000 lbs |
| Model Base Speed | 70 MPH |
| Top Speed | 70, 79, or 88 MPH |
| Electrical System | - |
|---|---|
| Generator Max Current | 5400 Amps ⚠ |
| Max Traction Motor (TM) Current | 1600 Amps |
| Max Continuous TM Current | 1195 Amps |
| Traction Motor Type | DC |
| Factor of Adhesion | 29% ⚠ , 25% (2) |
| Transition Mode | Automatic, no selector |
| Transition Groups | 2, 1 |
| Transition Shunts | 1, 1 |
| Generator Transition | No |
| Traction Control | APR + Sand |
| Dynamic Braking (DB) Mode (if used) | Mechanical Blowers (3) |
| DB Max Current | 740 Amps ⚠ |
| DB Max Continuous Current | 740 Amps |
| Blended Braking | No |
| Miscellaneous | - |
|---|---|
| Head-End Power (HEP) | No |
| HEP Power Consumption | N/A |
| HEP Standby/Run Mode | N/A |
| Load Ramp Speed | 3 Amps/Tick |
| TM Overload Protection | Yes |
| Starter Mode | Manual Primer, Manual Start |
| Air Brake Schedule | 26-L |
| Compressor CFM | 236.25 (Wabco 3CDCBL @ 1050 RPM) |
| Main Reservoir Volume | 32.4 Cu.Ft |
Notes
⚠: Not Verified or Educated Guess
(1): Late B23-7's (post-1980) used 7FDL12G engines. HP rating remains the same.
(2): B23-7s also rode on AAR Type Bs from traded in GE and ALCo products, and BQ23-7s on Blomberg trucks from traded in 1st generation EMDs. While their factor of adhesion is down to 25% on both trade in trucks, GE Dash 7 traction motors were retrofitted in, and allowed all other values to stay the same.
(3): Electrically blown dynamics were offered as an upgrade kit from GE after 1982. No B23-7's were given this upgrade.