GE U50C
Encyclopedia
The GE U50C was a 5,000 hp (3,700 kW) diesel locomotive built by GE Transportation Systems
. They were twin-engined locomotives, combining two 2,500 hp (1,850 kW) diesel engines.
Produced between November 1969 and November 1971 solely for the Union Pacific; 40 locomotives were constructed as Union Pacific numbers 5000 to 5039. An evolution of the earlier U50
design, the U50C used a pair of three-axle trucks instead of the four two-axle trucks used on the U50. Again, these were reused trucks, this time from the later, 8500hp GE turbine locomotives
.
Development of the U50C was to the same UP specification that produced the EMD DDA40X
"Centennial" units—a requirement for a high power locomotive for the railroad's high-speed freight trains. The span-bolster B+B-B+B design was not suited to this service; furthermore, the requirement for power at speed rather than low-speed hauling meant that six powered axles would be sufficient.
The design incorporated extensive weight saving features so as not to overload the three-axle trucks. GE replaced the 16-cylinder prime movers of the U50 with advanced 12-cylinder engines, which were lightweight and shorter. The engines were reversed in orientation compared to the U50, placing the radiator sections at the middle of the locomotive instead of the ends of the carbody. The shorter overall length required a wider radiator section design, similar to that used on the U33B
and U33C
locomotives.
The U50C was not a successful design. The extreme weight saving measures taken to make the locomotive able to use six axles rather than eight caused numerous problems, especially in the electrical wiring; aluminum wires instead of the regular copper
had been used, which proved prone to overheating. The U50Cs suffered from many serious electrical fires as well as other failures; the UP rewired one unit with copper experimentally and considered having an outside contractor replace the wiring on all the units, but decided that the problems as a whole were too serious. The trucks suffered from stress cracks in the cast frames; the engines frequently developed low oil pressure; the cooling water leaked, and the dynamic brake grids were prone to melting down.
A business downturn in 1976 proved the end of the U50C in service; all were withdrawn, although many were stored in serviceable condition. No return to service occurred, though five were lent out as stationary power generators during a coal miners' strike in early 1978. All were sold for scrap during 1977-1978.
GE Transportation Systems
GE Transportation, formerly known as GE Rail, is a division of General Electric. The organization manufactures equipment for the railroad, marine, mining, drilling and energy generation industries. It is based in Erie, Pennsylvania. Locomotives are assembled at the Erie plant, while engine...
. They were twin-engined locomotives, combining two 2,500 hp (1,850 kW) diesel engines.
Produced between November 1969 and November 1971 solely for the Union Pacific; 40 locomotives were constructed as Union Pacific numbers 5000 to 5039. An evolution of the earlier U50
GE U50
The GE U50 was an eight-axle, diesel locomotive built by GE Transportation Systems. They were twin-engined locomotives, combining two 2,500 hp diesel engines.-Configuration:...
design, the U50C used a pair of three-axle trucks instead of the four two-axle trucks used on the U50. Again, these were reused trucks, this time from the later, 8500hp GE turbine locomotives
Union Pacific GTELs
Union Pacific operated the largest fleet of gas turbine-electric locomotives of any railroad in the world. The prototype, UP 50 was the first in a series built by General Electric for Union Pacific's long-haul cargo services. The prototype was introduced in 1948 and was followed by three series...
.
Development of the U50C was to the same UP specification that produced the EMD DDA40X
EMD DDA40X
The EMD DDA40X was a D-D diesel-electric locomotive built by the General Motors EMD division of La Grange, Illinois for the Union Pacific Railroad...
"Centennial" units—a requirement for a high power locomotive for the railroad's high-speed freight trains. The span-bolster B+B-B+B design was not suited to this service; furthermore, the requirement for power at speed rather than low-speed hauling meant that six powered axles would be sufficient.
The design incorporated extensive weight saving features so as not to overload the three-axle trucks. GE replaced the 16-cylinder prime movers of the U50 with advanced 12-cylinder engines, which were lightweight and shorter. The engines were reversed in orientation compared to the U50, placing the radiator sections at the middle of the locomotive instead of the ends of the carbody. The shorter overall length required a wider radiator section design, similar to that used on the U33B
GE U33B
The GE U33B diesel locomotive model was offered by GE in 1966, featuring a 16 cylinder motor. It is 60 ft 2 in long.-Original Owners:-External links:* Sarberenyi, Robert. ....
and U33C
GE U33C
The GE U33C is a 6-axle diesel locomotive built by GE Transportation Systems between 1968 and 1975. 375 examples of this locomotive were built for North American railroads.-Original Owners:-External links:* Thompson, J. David. ....
locomotives.
The U50C was not a successful design. The extreme weight saving measures taken to make the locomotive able to use six axles rather than eight caused numerous problems, especially in the electrical wiring; aluminum wires instead of the regular copper
Copper
Copper is a chemical element with the symbol Cu and atomic number 29. It is a ductile metal with very high thermal and electrical conductivity. Pure copper is soft and malleable; an exposed surface has a reddish-orange tarnish...
had been used, which proved prone to overheating. The U50Cs suffered from many serious electrical fires as well as other failures; the UP rewired one unit with copper experimentally and considered having an outside contractor replace the wiring on all the units, but decided that the problems as a whole were too serious. The trucks suffered from stress cracks in the cast frames; the engines frequently developed low oil pressure; the cooling water leaked, and the dynamic brake grids were prone to melting down.
A business downturn in 1976 proved the end of the U50C in service; all were withdrawn, although many were stored in serviceable condition. No return to service occurred, though five were lent out as stationary power generators during a coal miners' strike in early 1978. All were sold for scrap during 1977-1978.