The Alco C430 was the builder's final model
in its four-axle Century line. It was the most
powerful in the series although by the late 1960s railroads had finally recognized the value of six-axle locomotives and began purchasing them
in larger numbers. As a result, and for other reasons, the American Locomotive Company (Alco) found little success with
its C430, which saw the worst sales in the series
selling fewer than 20 units to a handful of Class I railroads. The locomotive
would also close out Alco's line of four-axle diesels forever
as the iconic manufacturer, whose history dated back to 1901,
would bow out to General Motors' Electro-Motive Division (EMD) and
General Electric in early 1969. Today, at least five examples of the
C430 remain preserved around the country.
Alco demonstrator C430 #430-2 (one of three produced) sits in Richmond, Virginia on September 3, 1969 among Seaboard Coast Line units.
The Alco C430 began production in 1966 and used the final variant of its latest prime mover, the 251E.
The unit could produce a hefty 3,000 horsepower and came equipped with
standard features for its day such as turbocharging (an Alco trademark)
and dynamic braking. Through the end the builder continued to outsource
internal parts like traction motors and generators to General Electric, a
one-time partner which, ironically by the mid-1960s was working
to put Alco out of business. Unfortunately, the manufacturer just could no
longer find success in the market following the failure of its earlier 244 prime mover. In the end Alco would sell just sixteen
C430s; ten went to New York Central, one to Green Bay & Western, two
were sold to Reading, and the three Alco demonstrators (#430-1, #430-2,
and #430-3) were sold to the Seaboard Coast Line.
By the mid-1960s railroads were finally realizing the
benefits achieved through six-axle designs thanks to their increased tractive effort. As such,
four-axle models were purchased in ever decreasing numbers.
Unfortunately, for both General Electric and Alco, EMD had all but
captured the remaining four-axle market during the 1960s. For instance,
its GP30, GP35, and GP38 models all cataloged at that tim sold a combined 2,987 examples! In comparison, GE's four-axle Universal models such as the U25B and U28B sold a little over 1,000 combined units and Alco's four-axle Centuries sold fewer than 500 examples.
Despite the C430's poor sales numbers it did offer incredible
tractive effort at 68,220 pounds starting and 57,200 continuous.
The model featured Alco's now-classic carbody design for its Centuries
(it had slightly tinkered with the nose length on earlier models) sporting a
long, sweeping trailing hood and very short nose ahead of the cab. Overall, the model's
appearance was quite pleasing and generally carried a look of similar designs offered by both GE and EMD. Interestingly, as the six-axle
market was just beginning to take off at that time Alco was able to cash in a bit on this development as the builder saw far better sales for its C-C designed Centuries, which were then in production.
Even during this time Alco was an iconic locomotive manufacturer with a
history that had dated back to 1901 formed through a merger of
several smaller companies. It became legendary during the steam
locomotive era and was the top manufacturer along with the Baldwin Locomotive Works
(with Lima was a somewhat distant third) producing thousands of high
quality, durable, and powerful locomotives. Unfortunately, despite helping pioneer diesel powered designs during the 1920s Alco could
simply never foresee the future of main line locomotives would be powered in this manner.
At the engine terminal and maintenance facility in Norwood Yard several Alco road-switchers rest from their duties on May 20, 1979. Of note is C430 #315 to the left, the only such example the GB&W ever owned, purchased new in February of 1968.
As such it produced very few innovative designs outside of early test models
and the first three Road Switcher (RS) series (the RS1, RS2,
and RS3). Today, five Alco C430s are known to survive, the best known of
which is Green Bay & Western's #315 preserved at the National
Railroad Museum in Green Bay, Wisconsin. Four others are either in service or to be rebuilt on short line Western New York & Pennsylvania; #430 (former NYC #2050), #431 (former NYC #2053), #432 (ex-NYC #2054), and #433 (ex-NYC #2056). To read more about other Century models please visit the Diesel Locomotives section of the site, which can be reached from the top of this page.