GE "U28C" and "U28CG" Locomotives: Specs, Roster, History

Last revised: January 1, 2025

The U28C was General Electric's second six-axle model and virtually identical to its predecessor (U25C) save for a slight increase in horsepower.

When the U28C was cataloged many roads were still not embracing high-horsepower, six-axle models. As a result, this particular model witnessed few sales.

There was also a variant, the U28CG, a duel-service designed equipped with a steam generator for passenger service. Only the Santa Fe purchased this model.

During the late era of privately-operated rail travel, several railroads turned to duel-service road-switchers that could be used in both freight and passenger applications.

In essence, the U28C was never intended to enjoy a long production run. At the time, all three builders were working towards a 3,000 horsepower road-switcher and offered 2,800 horsepower models in the interim.

When GE released the later U30C, U33C, and U36C the builder sold more than 1,000 examples of these models.

Today, one U28C is preserved; Union Pacific #2804 is on display at the National Transportation Museum in St. Louis retaining its original number and colors.

Photos

Santa Fe U28CG #350 with train #23, the westbound "Grand Canyon," stopped at Chillicothe, Illinois; circa 1968. American-Rails.com collection.

Overview

The U28C was not really a stand-alone model but merely a transition variant from the U25C. As GE continued external improvements it was able to increase the horsepower rating of its standard 7FDL16 prime mover.

As a result, a few late-era U25C's, notably Atlantic Coast Line #3011-3013, were uprated to 2,800 horsepower which ushered in the U28C.

This was all thanks to major electrical upgrades. As Brian Solomon notes in his book, "GE Locomotives," the builder switched to an AC-DC transmission system. He goes on to note:

"The new system used an alternator rather than a generator and employed silicon diodes to rectify alternating current to the direct current needed by traction motors.

This reduced the number of components, decreased maintenance, and, most significantly, allowed for higher output to traction motors."

All the common attributes of early GE locomotives were present in the U28C such as a boxy carbody, low nose, and simple design.

A trio of Santa Fe U28CG's await departure from Chicago's Dearborn Station with train #15, the southbound/westbound "Texas Chief," on October 11, 1970. American-Rails.com collection.

Its tractive effort was slightly higher than the earlier U25C at 92,500 pounds of starting and 79,500 pounds continuous. Interestingly, General Electric had offered its earlier U25 model with an optional steam generator for passenger service. However, there were no buyers until the U28's release.

Santa Fe saw interest in the variant as a duel service locomotive and liked its increased horsepower. Aside from its steam generator and faster gearing (enabling it to reach speeds over 90 mph), the U28CG was identical to it counterpart.

Burlington U28C #575 leads a long freight through Western Springs, Illinois along the railroad's "Race Track" main line in November, 1969. Note the big Erie Lackawanna SDP45s in pool service. Interestingly, while internally Burlington's units were U28Cs they were equipped with U25C carbodies. Rick Burn photo.

Data Sheet

Entered Production	2/1966 (Chicago, Burlington & Quincy #562)
Years Produced	2/1966 - 11/1966
GE Class	U28C
Engine	7FDL16 (16 cylinder)
Engine Builder	General Electric
Horsepower	2800
RPM	1050
Length	64' 6"
Height (Top Of Rail To Top Of Cab)	14' 7"
Width	9' 11"
Weight	395,500 Lbs
Fuel Capacity	3,000 Gallons (U28CG 2,200 Gallons)
Air Compressor	3CDC (Westinghouse)
Air Brake Schedule	26L (Westinghouse)
Steam Generator (U28CG)	800 Gallons
Trucks	C-C
Truck Type	Trimount/Adirondack
Truck Wheelbase	13' 0"
Wheel Size	40"
Traction Motors	752 (6), GE
Traction Generator	GT598, GE
Auxiliary Generator	GY27, GE
MU (Multiple-Unit)	Yes
Dynamic Brakes	Optional
Gear Ratio (U28C)	74:18
Tractive Effort/Starting (U28C)	92,000 Lbs
Tractive Effort/Continuous (U28C)	79,500 Lbs at 10.7 mph
Top Speed (U28C)	70 mph
Gear Ratio (U28CG)	77:26
Tractive Effort/Starting (U28CG)	98,875 Lbs
Tractive Effort/Continuous (U28CG)	75,000 Lbs at 10.7 mph
Top Speed (U28CG)	93 mph

Production Roster

Owner	Road Number	Serial Number	Order Number	Completion Date	Quantity
Northern Pacific	2800-2801*	35630-35631	1815	4/1966	2
Chicago, Burlington & Quincy	562-571*	35751-35760	1816	2/1966-3/1966	10
Chicago, Burlington & Quincy	572-577*	35815-35820	1816	4/1966	6
Northern Pacific	2802-2811*	35882-35891	1815	4/1966-5/1966	10
Louisville & Nashville	1525-1532	35892-35899	1908	5/1966-6/1966	8
Santa Fe	350-359 (U28CG)**	35993-36002	1990	7/1966-8/1966	10
Union Pacific	2800-2804	36014-36018	1915	6/1966	5
Pennsylvania	6520-6525	36019-36024	1912	9/1966	6
Pennsylvania	6526-6527	36026-36027	1912	9/1966	2
Pennsylvania	6528	36025	1912	9/1966	1
Pennsylvania	6529-6534	36028-36033	1912	9/1966	6
Union Pacific	2805-2809	36063-36067	1917	8/1966-9/1966	5
Southern Pacific	7150-7159	36068-36077	1916	10/1966-11/1966	10

* Equipped with the U25C carbody.

** Equipped with steam generators for passenger service.

Sources

Foster, Gerald. A Field Guide To Trains. New York: Houghton Mifflin, 1996.

Marre, Louis A. Diesel Locomotives: The First 50 Years, A Guide To Diesels Built Before 1972. Milwaukee: Kalmbach Publishing Company, 1995.

McDonnell, Greg. U-boats. Toronto: Stoddart Publishing, 1994.

Pinkepank, Jerry A. Diesel Spotter's Guide. Milwaukee: Kalmbach Publishing Company, 1967.

Solomon, Brian. GE Locomotives: 110 Years Of General Electric Motive Power. St. Paul: MBI Publishing, 2003.

A new Chicago, Burlington & Quincy U28C, #570, is seen here in the spring of 1966. This unit later became Burlington Northern #5658. Author's collection.

Reception

From a historical perspective, GE is often lauded for its Universal line, which eventually allowed the builder to overtake Electro-Motive in locomotive production by the 1980's. However, most crews who operated U-boats were not fond of the locomotives, often describing them as "junk."

In addition, Electro-Motive models released in the same period can still be found in revenue service throughout the country while nearly all U-boats now are either scrapped or reside in museums.

For the Santa Fe, issues with its U28CG force the railroad to reassign its ten to freight service where they remained until their retirement in 1980.

For the Class Is which purchased the standard U28C, most had retried theirs by the 1980s. By then, GE was offering more powerful and reliable models such as the Dash 7 series and early Dash 8 designs.

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