The U30C all but drove the American Locomotive Company out of business
as by the mid to late 1960s Alco was on the brink of exiting the manufacturing business altogether. Its comparative models, like the C628, C630, and C636 were simply not even as reliable as GE's models
(interestingly, Alco continued to outsource internal components from GE
through the end). The GE U30C began production in November, 1966 once
again utilizing the company's 4-cycle model FDL16 prime mover which could produce 3,000 horsepower. It featured standard GE angular, boxy carbody designs and the model utilized floating bolster trucks, which were standard on virtually all Universal models.
General Electric's Fleet Of "U-Boats"
The U18B, "Baby Boat"
The First Production Model U-Boat, The U25B
Following Up Its Predecessor, The U28B
The 3,000 Horsepower, U30B
The Fourth U-Boat Entrant, The Lukewarm U33B
The Most Powerful Four-Axle U-Boat, The U36B
A Late-Era Six-Axle U-Boat, The U23C
GE's First Six-Axle Design, The U25C
The More Powerful But Unpopular U28C
Another Popular Six-Axle Model, The U33C
GE's Final Standard Model U-Boat, The U36C
The Experimental, 5,000 Horsepower Behemoth U50
Another Experimental Model, Union Pacific's Enormous U50C
As for the locomotive's tractive effort, its starting force was about
the same as the U28C (91,650 pounds). However, it offered a much better
continuous rating of 92,500 pounds. The U30C was much longer than the
U28C at 67 feet, 3 inches. While the SD40/-2 series broke the ground on
railroads regularly using six-axle, high horsepower locomotives in main
line freight service the GE
U30C was plagued with reliability issues. Still, because the company
produced a very reliable traction motor and roads had difficulty
getting orders for the SD40 series many went on to buy the U30C. As
General Electric continued to refine the U30C model it became a more reliable locomotive by the early/mid-1970s and was nearly a C30-7 design by the time production had ended.
In all some 18 Class Is
would purchase the U30C by the time production had ended in 1976, along
with a handful of industrial operations, the US Department of
Transportation, and a few for Mexican carrier Ferrocarril del Pacifico.
In total, GE would sell 606 U30Cs, including 6 U30CGs built for the
Santa Fe (this variant of the U30C featured a steam generator
for use in passenger service) who had also purchased a similar design
in the U28CG. There was also one other variant of the design known as
the P30CH built exclusively for Amtrak. The passenger carrier wound up
with 25 examples between August, 1975 and January, 1976 that carried a
boxy carbody similar to EMD's F40PH design. However, they were not very
successful with numerous reliability issues. They were replaced by
EMD's F40PHs and all were retired by 1991.
GE U30C Production Roster
|Atlantic Coast Line||3021-3024||4||1966|
|Burlington Northern||5300-5305 (1st/2nd), 5306-5352, 5353-5364 (1st/2nd), 5365-5394, 5806-5839, 5912-5944||182||1972-1975|
|Chesapeake & Ohio||3300-3312||13||1967-1968|
|Chicago & North Western||930-936||7||1968|
|Colorado & Southern (CB&Q)||890-893||4||1968|
|Delaware & Hudson||701-712||12||1967|
|Detroit Edison Company||007-022||16||1972-1975|
|Ferrocarril del Pacífico||401-408||8||1969-1971|
|Kaiser Steel Corporation||1030-1034||5||1968|
|Louisville & Nashville||1470-1499, 1534-1582||79||1969-1972|
|Norfolk & Western||8300-8302||3||1974|
|Santa Fe||400-405||6 (U30CG)||1967|
One additional interesting note is the Reading's five U30Cs,
6300-6304. The railroad received theirs so early, between June/July,
1967 that GE placed the units in U28C carbodies. Today, not only are a
handful of U30Cs preserved at museums around the country but
some remain in active revenue service, mostly now having been rebuilt
with upgraded equipment and components essentially making them a C30-7.
Additionally, others were rebuilt into the famed "Super 7s." Lastly, for more information about the GE U30C please refer to the chart above for a complete production roster.
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