The GE U25C

The GE U25C was the builder's first entry into the six-axle locomotive market, first built during the early 1960s a few years after the company had released its first production locomotive in the United States, the U25B. This initial model, and the following U28C, sold rather poorly for General Electric (although several Class I railroads did experiment with and purchase a few units). Much of this can likely be attributed to two things; first, while GE had collaborated with other companies in the industry for decades (such as the American Locomotive Company) it had never built its own locomotives; and second was the fact that railroads simply were not yet interested in six-axle designs. However, future models like the U30C and U33C sold quite well for the company as railroads began to embrace and see the benefits of powerful six-axle locomotives. After the mid-1970s nearly all domestic-built GE diesel locomotives were of the C-C variety.

Pennsylvania U25C #6506 lays over next to GG1 #4818 at Potomac Yard in Arlington, Virginia on December 17, 1968 just a few months into the Penn Central era.

The GE U25C first began production in September, 1963, four years following the production of the U25B, its four-axle cousin. At the time of its production railroads were still reluctant to use six-axle, high-horsepower diesel locomotives in main line freight service so GE had a tough time making a case for the U25C even though it featured reliability and straightforward design features which the company became well known for. Utilizing GE's 4-cycle model FDL16 the U25C could produce 2,500 horsepower. Since the unit featured a C-C design it not only provided more traction but also could be operated on light or secondary lines as its weight could be more evenly distributed over the rails.

The classification for the GE's six-axle designs are quite similar to its four-axles. For instance, in the case of the U25C; "U" regarded its Universal line, "25" was the first two digits of its horsepower rating, and "C" described its powered axle rating (C-C). At 60 feet, 2 inches in length the U25C was actually the same length as the four axle U25B. However, beginning with the U28C GE began increasing the length of its C-C road switchers (and they continued to grow with the U30C through U36C). All of the locomotive's internal equipment including main/auxiliary generators and traction motors were all constructed by GE itself while air equipment was supplied from Westinghouse Electric.

Northern Pacific U25C #2508 has just been delivered to the railroad at St. Paul on June 3, 1964. Just below the cab is stenciled "Radio Equipped," a relatively new concept in locomotives at the time.

The most noticeable benefits of the U25C was, as mentioned above, its starting tractive effort rating of 90,000 pounds nearly 17% higher than with the U25B. This allowed the locomotive to get trains started much faster. While railroads were still reluctant to purchase high-horsepower six-axle locomotives at the time within a few years they began to come around as GE would sell more and more such models following the U28C, U30C, U33C, and U36C (combined, these models would sell well over 1,000 examples). By the time production on the GE U25C had ended in December, 1965 some 113 units had been sold six different Class I railroads including the Atlantic Coast Line (21); Chicago, Burlington & Quincy (12), Lake Superior & Ishpeming (2), Louisville & Nashville (18), Northern Pacific (30), Pennsylvania (20), and ten that were purchased for the Oro Dam in California (these units later went to the L&N).

Today, at least one GE U25C is known to be preserved, Lake Superior & Ishpeming #2501, still owned by the railroad since it was bought new in 1964 and on display in Marquette, Michigan. For a total production roster and technical data of GE U25Cs please click here. Lastly, for more information about the GE U25C and all of the builder's U-boat models please refer to the chart below.

GE U-Boat Road Switchers

Seaboard Coast Line U25C #2100 sits next to lots of other power at the Byran Park Shops in Richmond, Virginia during May of 1972.

For more information on the General Electric Universal series consider Mike Schafer’s Vintage Diesel Locomotives, which 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.  You may also want to consider the book Evolution of the American Diesel Locomotive by author J. Parker Lamb. As the title implies the book looks at the history and development of the diesel locomotives, covering 200 pages, from its earliest beginnings to the newest designs and models operated today. If you're interested in perhaps purchasing either (or both) of these books please visit the links below which will take you to ordering information through Amazon.com, the trusted online shopping network.