The General Electric Universal Series of Locomotives

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.

GE finally struck out on its own in the mid-1950s when it broke ties with Alco, the effects of which would doom Alco in years to come. For the rest of the 1950s GE experimented with different road unit designs selling a short batch of its first commercial design the UD18 in the late 1950s. The model, however, that would be the stepping stone for GE becoming the industrial leader was its U25B, first produced in 1956. The “U” stood for the Universal series, 25 for the unit’s overall horsepower (2,500), and B for the number of axles per truck (for instance, B-B trucks carry two axles and C-C trucks carry three axles).

There was nothing fancy about the U25B, especially its carbody, which carried simple straight lines from back to front and a short stubby square nose. However, the unit was durable and overall easy to maintain which the railroads loved, especially the maintenance crews who were tasked with keeping the locomotives running.

This original model was built between 1956 and 1966, not a relatively long period of time but over that stretch it was able to sell a bit shy of 500 units and the model effectively put Alco into third place and eventually out of the manufacturing business altogether.

The General Electric Universal series (affectionately known as U-boats), built through the late 1970s, would turn out to be quite successful for GE as later models included higher horsepower (except for the U18B and U23B) and tweaked upgraded designs would sell nearly 1,400 units between them (although all models basically carried the same carbody design and a number of such are virtually indistinguishable from one other). These newer models of the General Electric Universal series included the U28B, U30B, U33B, U23B, U36B and U18B.

Along with the "B" models, GE offered U-boats in a "C" designation as well, which simply referred to C-C truck versions of three axles each (six in total), instead of B-B version of two axles each (four in total). Built mostly after the "B" models between roughly the mid-1960s and mid-1970s the C-C versions also did quite well later on although earlier models of the U25C, U28C,and U23C were only marginally successful.

GE’s success in the locomotive market has come for the very same reasons that EMD was the leader for years; high quality locomotives that were very durable and easy to maintain, which was a tremendous cost-savings to railroads.

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.

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)! If you're interested in perhaps purchasing these books please visit The Railroad Diamond by clicking the tab in the menu to your left marked "TRD Store".