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The GE Universal Series is a series of diesel locomotives intended for the export market introduced by General Electric in early 1956. General Electric had previously partnered with Alco, producing locomotives for export using Alco's 244 engine, and provided electrical parts for Alco's domestic production. However, with the advent of the Universal Series, GE ended its partnership with Alco and entered the export locomotive market on its own.
The export-oriented Universal Series should not be confused with the "U-Boats" for the North American market, which began with the U25B. The Universal Series are built to a much smaller loading gauge (Bern loading gauge) and are significantly lower in weight when compared to US locomotives sharing the same engine and horsepower rating. Universal Series locomotives can also be identified by the lack of battery boxes usually found under North American locomotives' cabins
The designations of the Universal series describe the locomotive model in compact form: U for Universal, followed by the engine's nominal horsepower rating in hundreds, and finally the number of axles; B = B-B (4 axles); C = C-C (6 axles). An 'M' indicated a modified version of the base model. Along with their development, the same numbers were often reused by different locomotive models. Even the same designation could be shared with domestic locomotives. For example, both the U18C and U20C model numbers refer to different locomotives offered at different dates with different engines (8- and 12-cylinder); and the export U30C model shared the same model number with the US U30C, but had a 12-cylinder, rather than a 16-cylinder engine.
The initial models of the Universal Series used Caterpillar 375 (8-cylinder), Caterpillar 397 (12-cylinder), Cooper-Bessemer FWB-6L (6-cylinder), Cooper-Bessemer FVBL-8 and FVBL-12 (8- and 12-cylinder, respectively). Later models substituted higher-power Caterpillar engines for the smaller locomotives or GE's own 7FDL8 and 7FDL12 engines for the larger ones. Unlike EMD, GE never had a 16-cylinder engined export locomotive model in the Universal series.
Engine | Number of locomotives built using engine |
Cooper-Bessemer FWB-6L | 40 |
CB FBVL-8 | 333 |
CB FBVL-12 | 191 |
Caterpillar D379 | 342 |
Cat D398 | 736 |
General Electric 7FDL8 | 885 |
GE 7FDL12 | 1510 |
Others | 54 |
Based on the March 1989 GE Locomotives catalog, the following models were offered at the following specifications.
Model | Engine | Horsepower (traction) | Wheel arrangement | Length (over end frames) | Height (over cabins) | Nominal weight (fully loaded) | Tractive effort (at 30% adhesion) |
U10B | Caterpillar 3512 | 800 hp | B-B | 33 ft 6 in | 12 ft | 110,000 lbs | 33,000 lbs |
U18C | 7FDL8 | 1800 hp | C-C | 52 ft | 12 ft 0.5 in | 193,300 lbs | 57,990 lbs |
U20C | 7FDL12 | 2000 hp | C-C | 52 ft | 12 ft 0.5 in | 196,000 lbs | 58,800 lbs |
U22C UM22C | 7FDL12 | 2150 hp | C-C | 52 ft | 12 ft 0.5 in | 196,000 lbs | 58,800 lbs (U22C) 62,700 lbs (UM22C) |
U26C | 7FDL12 | 2600 hp | C-C | 55 ft 6 in | 12 ft 1.5 in | 210,000 lbs | 63,000 lbs |
U30C | 7FDL12 | 3000 hp | C-C | 55 ft 6 in | 12 ft 1.5 in | 210,000 lbs | 63,000 lbs |
Upon introduction in 1956, nine locomotive models were offered, as follows:
Model | Engine | Horsepower (traction) | Wheel arrangement | Type | Photo |
U4B | CAT 375 | 340 | B-B | End-cab switcher | Not built |
U6B | CAT 397 | 640 | B-B | End-cab switcher | |
U9B | CB FWB-6L | 900 | B-B | Road switcher | |
U9C | CB FWB-6L | 900 | C-C | Road switcher | |
U12B | CB FVBL-8 | 1200 | B-B | Road switcher | |
U12C | CB FVBL-8 | 1200 | C-C | Road switcher | |
U18B | CB FVBL-12 | 1800 | B-B | Road switcher | Not built |
U18C | CB FVBL-12 | 1800 | C-C | Road switcher | |
UD18B | CB FVBL-12 | 1800 | B-B | Road switcher |
The evolution of Universal Series locomotives is complex due to the frequent model name changes and the reusing of the same model names for different locomotives. One method to understand the growth and development of the Universal Series is to divide the nine original models into three groups: 1) small locomotives, 2) intermediate powered locomotives, and 3) high powered locomotives.
Initial model | First update | Second update | Third update |
U4B | U5B (1961) (540 hp) | U6B* (1965) (640 hp) | U10B* (1974) (950 hp) |
U6B | U8B (1961) (810 hp) | UM10B (1962), later renamed U10B (1964) (950 hp) | U11B (1974) (1000 hp) |
In this table, and the following two tables, asterisks indicate repeated model numbers
Between the initial models and the first update, the Caterpillar 375 and 397 engines were replaced with 379 and 398, respectively.
The UM6B was a narrow-gauge variant of the U6B, built for South African Railways.
Initial model | First update | Second update | Third update | Fourth update | Fifth update | Sixth update |
U12B | U13B (1960) (1300 hp) | U13B* (1963) (1300 hp) | U15B (1969) (1500 hp) | U17B (1973) (1700 hp) | ||
U12C | U13C (1960) (1300 hp) | U13C* (1963) (1300 hp) | U15C (1969) (1500 hp) | U14C, U17C (1973) (1400 hp, 1700 hp) | U18C* (1976) (1800 hp) | U20C* (1995) (2000 hp) |
Between the first and second updates, the Cooper-Bessemer engine was replaced with 7FDL8 engine. The body style was also changed with a low short hood and Hi-Ad trucks replacing the high short hood and outside-equalized trucks.
A variation of the U18C was the U18A1A, built for the Indonesian railway. These locomotives had the same C-C trucks but one fewer traction motor in each truck, and downrated to 1650 horsepower. Most of these locomotives have been rebuilt to U18C standards.
The 6-cylinder U9B and U9C models were an evolutionary dead end, and no uprated versions were produced.
Initial model | First update | Second update | Third update | Fourth update | Fifth update |
U18C | U20C (1964) (2000 hp) | U20C* (1971) (2000 hp) | U26C (1971) (2600 hp) | U22C, UM22C (1975) (2150 hp) | U30C (1982) (3000 hp) |
As with the intermediate powered locomotives, the Cooper-Bessemer engine was also replaced with 7FDL12 engine.
The differently-rated U22C, U26C and U30C models were offered at the same time.
The U18C and the earlier U20C model had a variant with an additional non-powered leading axle in each truck, resulting in a lower axle loading and a 1C-C1 wheel arrangement. These locomotives were only purchased by the South African Railways.
No U18B was produced, and the few UD18 locomotives built were exported to Mexico.
Between 1956 and 2001, 4091 Universal Series locomotives were built, consisting of the following models:
Model | Number of locomotives of a model |
U20C and U20C1 | 1000 |
U10B | 510 |
U18C, U18C1 and U18A1A | 420 |
U26C | 392 |
U15C and U15A1A | 322 |
U6B and UM6B | 156 |
U5B | 139 |
SG10 and SG15 | 126 |
U12C | 123 |
U8B | 122 |
U13C | 109 |
U12B | 97 |
U22C and UM22C | 93 |
UM10B and UM10A1A | 91 |
UM12C | 80 |
U13B | 74 |
U11B | 62 |
U17C | 58 |
U30C | 52 |
Other models | 65 |
South Africa has the largest number of Universal Series locomotives, with 1040 locomotives (including SG10 and SG15 models), followed by Brazil with 864 locomotives. Other countries owning more than 100 locomotives are Argentina (182), Colombia (167), Indonesia (192), Mozambique (120) and The Philippines (126).
The majority of the locomotives were built in the General Electric plant in Erie, Pennsylvania, however, licensees such as Dorbyl (South Africa), GE do Brasil (Brazil) and Babcock y Wilcox (Spain) constructed significant numbers of locomotives. Other licensees building smaller numbers of locomotives included Krupp (49), GE Lokindo (16), GE Montreal (16), Goninan (13) and Nippon Sharyo (1).
Builder | Number of locomotives built by builder |
General Electric | 2478 |
Dorbyl (South Africa) | 709 |
GE do Brasil | 544 |
Babcock y Wilcox (Spain) | 259 |
Others | 101 |
Production of Universal Series locomotives peaked in the 1970s, with almost 2000 locomotives built during this period.
Decade | Number of locomotives built during decade |
1956-1960 | 527 |
1961-1970 | 1125 |
1971-1980 | 1926 |
1981-1990 | 369 |
1991-2001 | 144 |
The majority of Universal Series locomotives operated on meter gauge and 3 ft 6 in gauge railway lines.
Gauge | Number of locomotives built for gauge |
2 ft and 3 ft | 243 |
Meter and 1050 mm | 1056 |
3 ft 6 in | 2101 |
Standard | 296 |
1600 mm | 191 |
1668 mm and 1676 mm | 204 |
Parallel to the developments of domestic US locomotives, 'Dash-7' versions of Universal Series locomotives were produced, among others, C18-7i (Egypt), C20-7i and C24-7i (Pakistan), C22-7i (Argentina), and C30-7i (Iran and Mongolia). The ADTranz 'Blue Tiger' (DE-AC33C) was a high-powered locomotive designed for the export market. During its short production run, three variations were produced: Germany (1435 mm gauge, 7FDL12 engine, 21 t axle load), Malaysia (1000 mm gauge, 7FDL12 engine, 20 t axle load), and Pakistan (1676 mm gauge, 7FDL16 engine).
As of 2022, no Universal Series locomotive remained in the Wabtec (successor to GE Transportation) catalog. However, the C30ACi and C21EMP-C25EMP series are the direct descendants of the U18C lineage; while the C20ACi is the descendant of the U12C series. Examples of the modern-day versions of Universal Series locomotives are Chilean C23EM, Indonesian C20EMP and CM20EMP, and Pakistani C20EMP locomotives.
The ALCO Century Series locomotives were a line of road switcher locomotives produced by Alco, the Montreal Locomotive Works and AE Goodwin under license in Australia.
The GE U25B is General Electric's first independent entry into the United States domestic road switcher diesel-electric locomotive railroad market for heavy production road locomotives since 1936. From 1940 through 1953, GE participated in a design, production, and marketing consortium (Alco-GE) for diesel-electric locomotives with the American Locomotive Company. In 1956 the GE Universal Series of diesel locomotives was founded for the export market. The U25B was the first attempt at the domestic market since its termination of the consortium agreement with Alco.
The E7 was a 2,000-horsepower (1,500 kW), A1A-A1A passenger train locomotive built by General Motors' Electro-Motive Division of La Grange, Illinois. 428 cab versions, or E7As, were built from February 1945 to April 1949; 82 booster E7Bs were built from March 1945 to July 1948. The 2,000 hp came from two 12 cylinder model 567A engines. Each engine drove its own electrical generator to power the two traction motors on one truck. The E7 was the eighth model in a line of passenger diesels of similar design known as EMD E-units, and it became the best selling E model upon its introduction.
The ALCO RS-3 is a 1,600 hp (1.2 MW), B-B diesel-electric locomotive manufactured from May 1950 to August 1956 by American Locomotive Company (ALCO) and its subsidiary Montreal Locomotive Works (MLW). A total of 1,418 were produced: 1,265 for American railroads, 98 for Canadian railroads, 48 for Brazilian railroads, and seven for Mexican railroads.
The EMC EA/EB is an early passenger train-hauling diesel locomotive built from May 16, 1937, to 1938 by Electro-Motive Corporation of La Grange, Illinois for the Baltimore and Ohio Railroad. They were the first model in a long line of passenger diesels of similar design known as EMD E-units. Each locomotive unit developed 1,800 horsepower (1,300 kW) from two 900 hp (670 kW) Winton 201-A diesel engines, driving the wheels through an electric transmission—the generator driven by each engine provided current for traction motors. The locomotives were of A1A-A1A wheel arrangement—two three-axle trucks of which only the outer two axles were powered. Six two-unit 3,600 hp (2,700 kW) locomotives were produced, each consisting of a lead cab-equipped EA A unit and a cabless booster EB B unit. They were numbered 51 through 56; the A units bore the bare number and the B units the number followed by 'X'.
The EMD FT is a 1,350-horsepower (1,010 kW) diesel-electric locomotive that was produced between March 1939 and November 1945, by General Motors' Electro-Motive Corporation (EMC), later known as GM Electro-Motive Division (EMD). The "F" stood for Fourteen Hundred (1400) horsepower and the "T" for Twin, as it came standard in a two-unit set. The design was developed from the TA model built for the C,RI&P in 1937, and was similar in cylinder count, axle count, length, and layout. All told 555 cab-equipped ”A” units were built, along with 541 cabless booster or ”B” units, for a grand total of 1,096 units. The locomotives were all sold to customers in the United States. It was the first model in EMD's very successful F-unit series of cab unit freight diesels and was the locomotive that convinced many U.S. railroads that the diesel-electric freight locomotive was the future. Many rail historians consider the FT one of the most important locomotive models of all time.
EMD F-units are a line of diesel-electric locomotives produced between November 1939 and November 1960 by General Motors Electro-Motive Division and General Motors-Diesel Division. Final assembly for all F-units was at the GM-EMD plant at La Grange, Illinois, and the GMDD plant in London, Ontario. They were sold to railroads throughout the United States, Canada and Mexico, and a few were exported to Saudi Arabia. The term F-unit refers to the model numbers given to each successive type, all of which began with the letter F. The F originally meant "fourteen", as in 1,400 horsepower (1,000 kW), not "freight". Longer EMD E-units for passenger service had twin 900-horsepower (670 kW) diesel engines. The E meant "eighteen" as in 1,800 horsepower (1,300 kW). Similarly, for early model EMD switchers, S meant "six hundred" and N meant "nine hundred horsepower".
The EMD F9 is a 1,750 horsepower (1,300 kW) Diesel-electric locomotive produced between February 1953 and May 1960 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD). It succeeded the F7 model in GM-EMD's F-unit sequence. Final assembly was at GM-EMD's La Grange, Illinois plant. The F9 was also built in Canada by General Motors Diesel at their London, Ontario plant. A total of 101 cab-equipped lead A units and 156 cabless booster B units were built. The F9 was the fifth model in GM-EMD's highly successful "F" series of cab unit diesel locomotives.
The Evolution Series is a line of diesel locomotives built by GE Transportation Systems, initially designed to meet the U.S. EPA's Tier 2 locomotive emissions standards that took effect in 2005. The line is the direct succesor to the GE Dash 9 Series. The first pre-production units were built in 2003. Evolution Series locomotives are equipped with either AC or DC traction motors, depending on the customer's preference. All are powered by the GE GEVO engine.
The C30-7 is a 6-axle diesel-electric locomotive built by GE Transportation Systems between September 1976 and May 1986 as an updated U30C with a 16-cylinder 3,000 horsepower (2,200 kW) FDL-series diesel engine. 1,137 were built for North American railroads.
The GE Dash 8-32B is a 4-axle 3,150 hp (2,350 kW) diesel-electric locomotive built by GE Transportation between 1984 and 1989. It is part of the GE Dash 8 Series of freight locomotives.
The GE Dash 9-40CW is a 4,000-horsepower (3,000 kW) diesel-electric locomotive built by GE Transportation Systems of Erie, Pennsylvania, between January 1996 and December 2004. 1,090 were built for Norfolk Southern Railway, as road numbers 8889 to 9978. 53 GE Dash 8-44CWs built to Dash 9 specifications were also built for CSX Transportation, carrying road numbers 9000 to 9052.
The ALCO RS-2 is a 1,500–1,600 horsepower (1,100–1,200 kW) B-B diesel-electric locomotive built by the American Locomotive Company (ALCO) from 1946 to 1950. ALCO introduced the model after World War II as an improvement on the ALCO RS-1. Between 1946 and 1950, 377 examples of the RS-2 were built, primarily for American and Canadian customers.
The GE P30CH was one of the first brand-new diesel-electric locomotives built for Amtrak by General Electric during Amtrak's early years. The design was based on the GE U30C, but had a cowl carbody like its EMD competitors. Amtrak operated them between 1975 and 1992.
The Dash 9 Series is a line of diesel locomotives built by GE Transportation. It replaced the Dash 8 Series in the mid-1990s, and was superseded by the Evolution Series in the mid-2000s. Dash 9 series locomotives are some of the most common in the United States.
The Dash 7 Series is a line of diesel-electric freight locomotives built by GE Transportation. It replaced the Universal Series in the mid-1970s, and was superseded by the Dash 8 Series in the mid-1980s.
Not to be confused with the Dash 8 aircraft.
Under the British and Imperial classification scheme of locomotive axle arrangements 1Co+Co1 is a classification code for a locomotive wheel arrangement of two eight-wheeled bogies with an articulated inter-bogie connection, each with three axles powered by a separate traction motor per axle and with the fourth non-powered axle in an integral leading pony truck to reduce the axle load. The similar 1Co-Co1 classification is in the same axle configuration, but without the inter-bogie connection.