GE U33B

The GE U33B was introduced in 1966 as part of General Electric's Universal Series of diesel-electric locomotives, representing a step up in output from the earlier U30B. Production ran from 1967 through 1970, during which time GE delivered a total of 137 units to various North American railroads. The model emerged during a period of intense competition between GE and Electro-Motive Division, as both manufacturers were pushing horsepower ratings upward to meet the demands of railroads seeking more powerful road freight motive power on a four-axle platform. The U33B found buyers among a number of Class I railroads that were seeking greater tractive effort and horsepower without committing to six-axle locomotives. Its service life extended well into the 1980s and in some cases beyond, as railroads found the units capable performers in freight service. The nickname "U-Boat," which had been applied informally to the Universal Series locomotives generally, was commonly used by crews and enthusiasts alike during the operational years of the type. The wider rear radiator assembly introduced on the U33B to manage the increased thermal load of the higher-horsepower prime mover gave the locomotive a visually distinctive appearance compared to lower-output Universal Series models. This expanded radiator configuration established a design language that GE carried forward into subsequent locomotive families, making it a meaningful transitional design in the evolution of the builder's road freight locomotives.

The U33B was powered by GE's FDL16 prime mover, a 16-cylinder four-stroke turbocharged diesel engine producing 3,300 horsepower, an increase of 300 horsepower over the U30B. The locomotive rode on a B-B wheel arrangement, meaning two two-axle powered trucks, and employed a direct current traction system driving four traction motors. The overall length of the U33B was 60 feet 2 inches, and the unit's weight was distributed to provide adequate adhesion for road freight service. DC traction was the standard technology of the era, and GE engineered the electrical systems to handle the elevated output of the FDL16 without significant departures from the established Universal Series architecture. The most immediately recognizable engineering change from earlier models was the enlarged rear radiator assembly, made necessary by the greater heat rejection requirements of the more powerful engine. This wider radiator section gave the rear of the locomotive a broader, winged profile that set it apart visually from the U30B and lower-rated relatives. The design solution proved effective and influenced the appearance of GE's subsequent locomotive offerings, as managing thermal output remained a central engineering challenge as horsepower ratings continued to climb through the following decade.

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Models by: Atlas