EMD "GP30" Locomotives: Data Sheet, Specs, Roster

Last revised: February 20, 2025

The now-classic GP30 was unmistakable. It featured an interesting semi-streamlined design for a road-switcher, sporting a bulbous appendage on the roof, which ran from just above the cab to the dynamic brake blister.

The unique carbody was never repeated by EMD although its flush nose and uniform cab, featuring a two-piece windshield, became a standard design for the next thirty years.

The locomotive was essentially an improved GP20, featuring an upgraded prime mover, greater horsepower, and new advances to keep the engine compartment cleaner.

The GP30 was Electro-Motive's answer to General Electric's recently introduced U25B, the company's entry into the road-switcher market in the spring of 1959.

EMD again found big success with its latest model, selling nearly 1,000 examples to dozens of railroads. While the model was equipped with the low, short hood as a standard option some roads continued to purchase high hood variants and Union Pacific even acquired cabless examples.

Today, the GP30 is well preserved with numerous examples at museums or in operation on tourist lines. Additionally, others remain in service at short lines.

Photos

An Electro-Motive photo featuring new Chicago, Burlington & Quincy GP30 #941 in Chinese Red in April, 1962. Warren Calloway collection.

Overview

In his book, "EMD Locomotives," author Brian Solomon notes the GP30 was one of the builder's final four-axle road-switchers sporting the 567 prime mover. The model featured the turbocharged 567D3 engine, which could produce 2,250 horsepower.

The GP30 was EMD's first to feature the now-common pointed, low, short hood. This design became EMD's standard until the FRA mandated the wide "safety" cab on every new locomotive in the 1990s.

Interestingly, the GP30 abandoned EMD's brief attempt at attributing horsepower rating to the model name. Apparently, there was no specific reasoning for the use of "30" other than perhaps, as Gerald Foster notes in "A Field Guide To Trains," "GP30" sounded better than "U25B."

A sharp pair of new Santa Fe GP30's, #1262 and #1219, head west through Los Angeles on May 5, 1963. American-Rails.com collection.

Specifications

Much improved over early models like the GP7 and GP9, the GP30 boasted:

2,250 horsepower (250 more horsepower than the GP20, which is said to have been achieved through the use of a different turbocharger, since the bore, stroke, compression ratios and RPMs of the two engines were identical).

Was equipped with dynamic brakes (while not new, the system temporarily employed traction motors as generators and used the resulting electromotive force to slow the train).

Featured an airtight hood that kept out dust, dirt and other particles from reaching internal components (to cool these critical components the GP30 featured a single air intake for electrical cooling, with a pressurized cooling system).

Kansas City Southern GP30 #108 at the road's shops in Pittsburg, Kansas, circa 1969. American-Rails.com collection.

Obviously, the model's most recognizable aspect was the carbody featuring a semi-streamlined "bulge" along the roofline between the cab and dynamic brake blister.

In his book, "Diesel Locomotives: Cyclopedia, Volume 2," author Bob Hayden points out the space ahead of the blister actually had a purpose. It housed an electrical cabinet, turbocharger, and central air intake/filter system.

To improve the carbody's appearance, EMD continued this flaring around the blister giving the GP30 a somewhat streamlined appearance. Interestingly, this cosmetic touch was applied to all GP30s, whether they were ordered with dynamics or not.

Baltimore & Ohio GP30 #6966 in Grafton, West Virginia; March, 1975. American-Rails.com collection.

Spotting Features

While the GP30's roofline bulge was its trademark feature, making it unmistakable from any other EMD design, it also featured some other, less noticeable improvements.

The carbody's walkway was elevated a few inches, which provided space for pipes and electric conduit on the left side and a traction motor cooling air duct on the right.

In addition, Louis Marre notes in his book, "Diesel Locomotives: The First 50 Years," the GP30 was the first to feature all of its radiators at the rear of the long hood; previous variants had included these both ahead, and behind, the exhaust stacks.

Variants

Once again, Canadian lines took no orders on the GP30; the largest orders came from Union Pacific (111), Southern (120), and the Santa Fe (85).

Most buyers stuck with EMD's then-standard low nose. However, some continued to operate high hood road-switchers and ordered theirs with this feature, notably Southern Railway and Norfolk & Western.

Rio Grande GP30's #3017 and #3006 bring a load of limestone down the stiff grades of the Monarch Branch near Monarch, Colorado on August 24, 1979. Robert Harmen photo. American-Rails.com collection.

In addition, others like the Milwaukee Road, Soo Line, and Gulf, Mobile & Ohio traded-in older Alcos on new GP30s to reduce costs and utilize GE's rugged 752 traction motors. These variants looked interesting sporting AAR Type B trucks in place of the standard Blombergs.

Union Pacific was the only buyer to acquire cabless variants, forty in all numbered 700B-739B. Interestingly, eight of these (#727B-734B) were ordered with steam generators for passenger service, the only GP30s so equipped.

An EMD photo featuring new Seaboard Air Line GP30 #515 in December, 1962. Warren Calloway photo.

Data Sheet

Entered Production	7/1961 (Demonstrator #5629/#1962)
Years Produced	7/1961 - 11/1963 (7/1963 for GP30B)
Engine	567D3
Engine Builder	GM
Horsepower	2250
RPM	900
Cylinders	16
Length	56' 2"
Height (Top Of Rail To Top Of Cab)	15' 0"
Width	10' 2 ½"
Weight	260,000 Lbs
Fuel Capacity	1700 Gallons
Air Compressor	Gardner-Denver
Air Compressor Model	WBO
Air Brake Manufacturer	Westinghouse
Air Brake Schedule	24L
Trucks	B-B
Truck Type	Blomberg
Truck Wheelbase	9'
Wheel Size	40"
Traction Motors	D57 (4), GM
Primary Generator	D22, GM
Auxiliary Generator	Delco (64-72)
Alternator	D14
MU (Multiple-Unit)	Yes
Dynamic Brakes	Yes
Gear Ratio	62:15
Tractive Effort (Starting)	60,500 Lbs at 25%
Tractive Effort (Continuous)	50,000 Lbs at 9.3 mph
Top Speed	65 mph

Production Roster

Total Built = 948

Owner	Road Number(s)	Serial Number(s)	Order Number	Completion Date
Electro-Motive (Demonstrator)	5629 (became Union Pacific #875)	26613	5629	7/1961
Reading	5513-5514, 5520, 5503, 5507, 5505, 5508, 5506, 5501-5502, 5509-5510, 5519, 5504, 5515-5516, 5511-5512, 5517-5518	27114-27133	7617	3/1962-7/1962
Denver & Rio Grande Western	3001-3010	27135-27144	7619	4/1962-5/1962
Chicago, Burlington & Quincy	940-969	27151-27180	7621	4/1962-6/1962
Santa Fe	1200-1234	27187-27221	7622	4/1962-6/1962
Denver & Rio Grande Western	3011-3013	27222-27224	7619	5/1962
Southern	2525-2556	27313-27344	5636	8/1962-9/1962
Norfolk & Western	522-558	27355-27391	5637	6/1962-8/1962
Norfolk & Western	560-565	27393-27398	5637	8/1962-9/1962
Louisville & Nashville	1000-1028	27399-27427	7626	7/1962-12/1962
Southern	2557-2584	27428-27455	5636	9/1961-11/1962
Electro-Motive (Demonstrator)	5639 (became Seaboard Air Line #534)	27462	5639	3/1962
Phelps Dodge Corporation	24 (New Cornelia Branch Mine)	27466	5641	9/1962
Union Pacific	800-874	27509-27583	5643	7/1962-10/1962
Chesapeake & Ohio	3002-3015	27584-27597	7627	12/1962-1/1963
Baltimore & Ohio	6900-6927	27617-27644	7628	10/1962-11/1962
Baltimore & Ohio	6928-6976	27645-27693	7631	11/1962-1/1963
Phelps Dodge Corp	25-32 (New Cornelia Branch Mine)	27728-27735	5654	6/1963
Milwaukee Road	340-355	27736-27751	7656	5/1963, 7/1963
Louisville & Nashville	1029-1048	27752-27771	7657	5/1963-9/1963
Kansas City Southern	100-109	27788-27797	5635	5/1962
Chesapeake & Ohio	3000-3001	27798-27799	7632	8/1962, 10/1962
New York, Chicago & St Louis (Nickel Plate Road)	900-909	27894-27903	5647	11/1962
Gulf, Mobile & Ohio	500-516	27904-27920	7635	12/1962-4/1963
Gulf, Mobile & Ohio	517-519	27925-27927	7635	5/1963
Seaboard Air Line	500-509	27928-27937	5648	11/1962
Seaboard Air Line	510-533	27938-27961	7636	12/1962-1/1963
Norfolk & Western	559	27978	5637	8/1962
New York Central	6115-6124	27979-27988	7624	8/1962
Atlantic Coast Line	900-907	27989-27996	7637	1/1963
Atlantic Coast Line	908	27997	7647	1/1963
Denver & Rio Grande Western	3014-3028	28043-28057	7640	1/1963-2/1963
Santa Fe	1235-1284	28058-28107	7642	1/1963-6/1963
Pennsylvania	2200-2251	28108-28159	7643	2/1963-5/1963
Union Pacific	700-709	28160-28169	7648	2/1963
Alaska Railroad	2000	28171	7645	3/1963
St. Louis Southwestern Railway (Cotton Belt)	750-759	28172-28181	5650	2/1963
Southern Pacific	7400-7407	28182-28189	7646	3/1963
Union Pacific	710-734	28190-28214	7648	2/1963-3/1963
Great Northern	3000-3016	28261-28277	7650	4/1963-5/1963
Chicago, Burlington & Quincy	970-977	28292-28299	7652	4/1963-9/1963
Chicago & North Western	810-823	28304-28317	7653	4/1963
Soo Line	701-721	28321-28341	7654	3/1963-6/1963
Soo Line	700	28342	7655	3/1963
Chicago & Eastern Illinois	239-241	28345-28347	7658	6/1963
Union Pacific	735	28351	7648	6/1963
Kansas City Southern	110-119	28388-28397	7661	7/1963
Chesapeake & Ohio	3016-3017	28410-28411	7663	8/1963
Gulf, Mobile & Ohio	520-530	28422-28432	7666	8/1963-9/1963
Chesapeake & Ohio	3018-3043	28494-28519	7663	8/1963-10/1963
Chesapeake & Ohio	3044-3045	28520-28521	7682	10/1963
Chesapeake & Ohio	3046-3047	28522-28523	7683	10/1963
Chicago Great Western	201-208	28526-28533	7679	8/1963-9/1963
Toledo, Peoria & Western	700	28534	7680	9/1963
Southern	2585-2614, 2635-2639, 2630-2634, 2640-2644, 2615-2629	28555-28614	7669	9/1963-11/1963
Louisville & Nashville	1049-1057	28645-28653	7687	10/1963-11/1963

GP30B

Owner	Road Number(s)	Serial Number(s)	Order Number	Completion Date
Union Pacific	700B-726B	28215-28241	7651	4/1963-6/1963
Union Pacific	727B-739B	28242-28254	7649	6/1963-7/1963

Burlington Northern GP30 #2245, circa 1983. This unit was built as Chicago, Burlington & Quincy #968 in July, 1962. She was later retired in June, 1986. Mike Bledsoe photo. American-Rails.com collection.

In all, a total of 948 were built during a three-year production run that lasted from 1961-1963. In July, 1963 EMD released the more powerful GP35, a 2,500 horsepower road-switcher which offered the same output as GE's U25B.

This locomotive, which dropped the roofline bulge, was the last four-axle design to sport the 567 prime mover and carried the now-classic second-generation appearance of EMD road-switchers for the next 30 years, including the Spartan Cab.

It was even more successful than its predecessor, selling more than 1,300 examples and easily outpacing similar cataloged models offered from GE and Alco.

Sources

Pinkepank, Jerry A. Diesel Spotter's Guide. Milwaukee: Kalmbach Publishing Company, 1967.

Foster, Gerald. A Field Guide To Trains. New York: Houghton Mifflin, 1996.

Marre, Louis A. Diesel Locomotives: The First 50 Years, A Guide To Diesels Built Before 1972. Milwaukee: Kalmbach Publishing Company, 1995.

Schafer, Mike. Vintage Diesel Locomotives. Osceola: MBI Publishing, 1998.

Solomon, Brian. EMD Locomotives. Minneapolis: MBI Publishing Company, 2006.

Solomon, Brian. GE and EMD Locomotives: The Illustrated History. Minneapolis: Voyageur Press, 2014.