GE "U30C," "U30CG" and "P30CH" Locomotives: Specs, Roster, History

Last revised: January 1, 2025

The U30C was General Electric's first high-horsepower, six-motored road-switcher. Thanks to new advancements in AC-DC transmission systems, GE was finally able to catalog a 3,000 horsepower variant.

Its success proved GE could compete against industry leader Electro-Motive. It also led to American Locomotive exiting the market by the end of the 1960's.

When the U30C entered production railroads were beginning to understand the advantages of six-motored, high horsepower locomotives.

While EMD continued to sell numerous four-motored examples like the GP30, GP35, and GP40 its new SD40 of 1966 was also a big seller.

General Electric enjoyed similar success with the U30C, which became its best selling model up until that time. When production ended in 1976, some 600 units had rolled out of Erie.

There was also two variants; the U30CG ("G" stood for steam generator), purchased by the Santa Fe, and the P30CH for Amtrak. Both wore different types of cowl carbodies.

Photos

Santa Fe U30CG's and U28CG's layover at Argentine Yard (Kansas), circa 1969. American-Rails.com collection.

Background

The U30C all but drove American Locomotive out of business. Alco was already on the brink by the 1960's and its newest six-motored road-switchers saw only modest sales.

By comparison, GE was a manufacturer on the rise. The company was already revered for its traction motors and generators.

It also backed its early road-switchers extensively through warranties and field work while constantly seeking improvements and enhancements to its products.

The U30C began production in November, 1966 when Atlantic Coast Line #3021 rolled out of the Erie, Pennsylvania plant.

The new model varied little from the earlier U28C, utilizing the company's 4-cycle model 7FDL16 prime mover and a similar carbody.

Union Pacific U30C #2937 and GP9 #165 carry out switching work in Fremont, Nebraska during July of 1981. American-Rails.com collection.

Santa Fe U30CG #8003 (built as #403), along with several other U-boats, clatter over the diamonds at busy Joliet, Illinois in April, 1972. Roger Puta photo.

As Greg McDonnell notes in his book, "U-boats," part of the U30C's success was market conditions. During the early 1970's demand for coal was booming, particularly clean burning Powder River Basin sub-bituminous coal then-served only by Burlington Northern.

Railroads with a vested interest in handling this commodity found the U30C as a rugged and reliable power plant, as well as a cheaper alternative to the more expensive SD40.

The BN wound up with the most (181) and they were used extensively in the PRB region. In addition, Union Pacific acquired another 150 while the Louisville & Nashville, Missouri Pacific, and Delaware & Hudson all used theirs in heavy drag service.

Rock Island U30C #4589 lays over in Silvis, Illinois, circa 1974. Note the locomotive is part of GE's "XR Series," which featured a multitude of improvements. American-Rails.com collection.

In all, some 17 Class Is would purchase the U30C by the time production had ended in 1976. In addition, Kaiser Steel acquired 5, Detroit Edison 11 (also for coal service), Mexican carrier Ferrocarril del Pacífico 8, and the U.S. Department of Transportation picked up one for its test track in Pueblo, Colorado.

In total, GE would sell some 606 U30Cs, which included the six U30CG passenger variants built for the Santa Fe. These units were not particularly well-liked by either the railroad or railfans.

Amtrak's P30CH Variant

While not listed as part of the Universal series, the P30CH was, indeed, a variant of U30C. It closely mimicked Santa FE's U30CG although did not feature a fluted cowl carbody.

In addition, it was equipped with HEP (head-end power) by way of two Detroit Diesel 12V715 engines that could produce 750 kilowatts of power for all electrical equipment with Amtrak's new Amfleet cars.

The P30CH had immediate tracking issues with its FB3 "Adirondack" trucks, a GE design that was also used on the E60C electrics. After some tweaks the locomotives entered service between Chicago-New Orleans over the Illinois Central.

They were later used in "Auto Train" service between Lorton, Virginia and Sanford, Florida and finally assigned to the "Sunset Limited" between New Orleans and Los Angeles.

Missouri Pacific U30C #2970 at Centennial Yard in Fort Worth, Texas in 1985. Mike Bledsoe photo. American-Rails.com collection.

Santa Fe U30CG #8003 and other power are seen here at the Argentine Shops in Argentine, Kansas on February 25, 1972. James Watson photo.

There was also one other variant known as the P30CH, built exclusively for Amtrak. The passenger carrier wound up with 25 examples manufactured between August, 1975 and January, 1976.

It was similar to the U30CG but lacked the fluted carbody and featured a somewhat different cab. It was more akin to EMD's F40PH design.

However, they were not very successful either with numerous reliability issues. They were later replaced by the F40PH and retired by 1991.

Data Sheet and Specifications

Entered Production	11/1966 (Atlantic Coast Line #3021)
Years Produced	11/1966 - 9/1976
GE Class	U30C
Engine	7FDL16 (16 cylinder)
Engine Builder	General Electric
Horsepower	3000
RPM	1050
Length	67' 3"
Height (Top Of Rail To Top Of Cab)	15' 4"
Width	9' 11"
Weight (U30C)	363,000 Lbs
Weight (U30CG)	400,000 Lbs
Fuel Capacity	3,000 Gallons (U30CG 2,200 Gallons)
Air Compressor	3CDC (Westinghouse)
Air Brake Schedule	26L (Westinghouse)
Steam Generator (U30CG)	800 Gallons
Trucks	C-C
Truck Type	Trimount/Adirondack
Truck Wheelbase	13' 0"
Wheel Size	40"
Traction Motors	752 (6), GE
Traction Alternator	GTA11AC, GE
Auxiliary Generator	GY27, GE
MU (Multiple-Unit)	Yes
Dynamic Brakes	Optional
Gear Ratio (U30C)	74:18
Tractive Effort/Starting (U30C)	91,650 Lbs
Tractive Effort/Continuous (U30C)	90,600 Lbs at 9.6 mph
Top Speed (U30C)	70 mph
Gear Ratio (U30CG)	77:26
Tractive Effort/Starting (U30CG)	98,875 Lbs
Tractive Effort/Continuous (U30CG)	75,000 Lbs at 10.7 mph
Top Speed (U30CG)	95 mph

P30CH

Entered Production	8/1975
Years Produced	8/1975 - 12/1975
GE Class	U30CH
Engine	7FDL16 (16 cylinder)
Engine Builder	General Electric
Horsepower	3000
RPM	1050
Length	72' 4"
Height (Top Of Rail To Top Of Cab)	15' 4"
Width	9' 11"
Weight	386,000 Lbs
Fuel Capacity	1,400 Gallons
Air Compressor	3CDC (Westinghouse)
Air Brake Schedule	26L (Westinghouse)
HEP	Detroit Diesel 12V715 Engines (2) at 750 KW
Trucks	C-C
Truck Type	FB3 (Adirondack)
Truck Wheelbase	13' 7"
Wheel Size	40"
Traction Motors	752 (6), GE
Traction Alternator	GTA11AC, GE
Auxiliary Generator	GY27, GE
MU (Multiple-Unit)	Yes
Gear Ratio	81:22
Tractive Effort/Starting	96,500 Lbs
Tractive Effort/Continuous	46,822 Lbs at 9.3 mph
Top Speed	103 mph

Santa Fe U30CGs #404 and #402 at Forth Worth, Texas in April, 1968. Tom Hoffmann photo, Rick Burn collection.

Production Roster

(Total Built = 606)

Owner	Road Number	Serial Number	Order Number	Completion Date	Quantity
Pennsylvania	6535-6539	36096-36100	1913	1/1967	5
Atlantic Coast Line	3021-3024*	36140-36143	1904	11/1966-12/1966	4
Delaware & Hudson	701-706	36232-36237	1921	2/1967-3/1967	6
Chesapeake & Ohio	3300-3303	36300-36303	1922	6/1967	4
Reading	6300-6304	39318-36322	1857	6/1967-7/1967	5
Santa Fe	400-405 (U30CG)	36346-36351	1925	11/1967-12/1967	6
Southern Railway	3100-3104	36483-36487	1937	12/1967	5
Delaware & Hudson	707-712	36493-36498	1939	12/1967	6
Southern Pacific	7900-7929	36620-36649	1938	2/1968-7/1968	30
Chicago & North Western	930-936	36650-36656	1954	1/1968-2/1968	7
Missouri Pacific	960-965	36700-36705	1821	3/1968-4/1968	6
Soo Line	800-809	36715-36724	1953	4/1968-6/1968	10
Kaiser Steel	1030-1034	36762-36766	1955	3/1968	5
Chesapeake & Ohio	3304-3312	36767-36775	1956	5/1968-7/1968	9
Colorado & Southern (Burlington)	890-893	36791-36794	1956	6/1968-7/1968	4
Louisville & Nashville	1534-1547	37008-37021	1985	3/1969-4/1969	14
Missouri Pacific	966-969	37022-37025	1803	5/1969	4
Southern Pacific	7930-7936	37172-37178	1812	10/1969	7
Louisville & Nashville	1548-1562	37258-37272	1813	10/1969-3/1970	15
Ferrocarril del Pacífico	401-404	37369-37372	1816	11/1969-12/1969	4
Missouri Pacific	970-973	37559-37562	1842	6/1970-7/1970	4
Ferrocarril del Pacífico	405-408	37695-37698	1843	3/1971	4
Louisville & Nashville	1563-1582	37952-37971	1852	5/1971-8/1971	20
Missouri Pacific	974-978	38011-38015	1842	8/1971-9/1971	5
Department Of Transportation (Pueblo, Colorado Test Track)	001	38090	1855DOT	6/1971	1
Detroit Edison	007-008	38237, 38239	1851	2/1972	2
Detroit Edison	009-010	38238, 38240	1851	2/1972	2
Detroit Edison	011-012	38235, 38236	1851	3/1972	2
Burlington Northern	5300-5305 (1st)**	38241-38246	1855	1/1972	6
Burlington Northern	5306-5319	38247-38260	1855	1/1972	14
Missouri Pacific	979-983	38261-38265	1862	2/1972	5
Union Pacific	2810-2819	38300-38319	1885	4/1972-6/1972	20
Burlington Northern	5320-5334	38350-38364	1883	3/1972-5/1972	15
Louisville & Nashville	1470-1499	38415-38444	1887	6/1972-8/1972	30
Burlington Northern	5335-5352	38556-38573	1804	11/1972-12/1972	18
Burlington Northern	5353-5364 (1st)***	38574-38585	1804	12/1972	12
Union Pacific	2830-2859	38795-38824	1815	2/1973-5/1973	30
Union Pacific	2860-2869	39200-39209	1825	6/1973	10
Missouri Pacific	25-29	39210-39214	1833	6/1973	5
Burlington Northern	5912-5918	39282-39288	1821	7/1973	7
Burlington Northern	5806-5813	39289-39296	1821	7/1973	8
Burlington Northern	5814-5823	39419-39428	1821	11/1973-12/1973	10
Burlington Northern	5919-5928	39429-39438	1835	11/1973-12/1973	10
Rock Island	4582-4599	39479-39496	1841	10/1973-12/1973	18
Missouri Pacific	3329-3334	39500-39504	1853	1/1974-2/1974	6
Union Pacific	2870-2899	39591-39620	1863	3/1974-7/1974	30
Burlington Northern	5824-5833	39713-39731 (Odds Only)	1821	4/1974-5/1974	10
Burlington Northern	5929-5938	39714-39732 (Evens Only)	1855	4/1974-5/1974	10
Norfolk & Western	8000-8002	39841-39843	1857	3/1974	3
Union Pacific	2900-2904	39847-39851	1875	7/1974	5
Milwaukee Road	5651-5658	39916-39923	1871	8/1974	8
Burlington Northern	5365-5394	39924-39953	1884	8/1974-11/1974	30
Union Pacific	2905-2919	40044-40058	1812	4/1975-2/1976	15
Burlington Northern	5353-5364 (2nd)	40378-40389	1811	5/1975	12
Burlington Northern	5300-5305 (2nd)	40390-40395	1811	5/1975	6
Burlington Northern	5834-5835	40396, 40398	1811	4/1974-5/1974	2
Burlington Northern	5939-5944	40397-40607 (Odds Only)	1855	6/1975	6
Burlington Northern	5836-5839	40600-40606 (Evens Only)	1811	6/1975	4
Detroit Edison	018-021	40737-40740	1803	7/1975	4
Detroit Edison	022	40741	1803	6/1975	1
Union Pacific	2920-2959	40925-40964	1842	7/1976-10/1976	30

* Interestingly, as the first U30C's built, their builder plates read "U28C."

** Renumbered 5800-5805 in 1973.

*** Renumbered 5900-5911 in 1973.

Amtrak P30CH "Pooches", with #700 closest to the photographer, at the Autotrain facility in Lorton, Virginia on November 13, 1987. Roger Puta photo.

P30CH

Owner	Road Number	Serial Number	Order Number	Completion Date	Quantity
Amtrak	700-724*	40694-40718	1816	8/1975-12/1975	25

* #713 was wrecked in December, 1977 and scrapped. #715 was completely destroyed following a head-on collision with Illinois Central Gulf trailer train #51 at Harvey, Illinois on October 29, 1979 while leading the northbound "Shawnee."

Sources

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.

McDonnell, Greg. U-boats. Toronto: Stoddart Publishing, 1994.

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

Solomon, Brian. GE Locomotives: 110 Years Of General Electric Motive Power. St. Paul: MBI Publishing, 2003.

Delaware & Hudson U30C #703, U33C #762, and a C628 head west through Allentown, Pennsylvania on April 20, 1973. American-Rails.com collection.

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.

During the course of production, GE unveiled its "XR Series," advertised in a special black, white and gold livery on Louisville & Nashville #1499.

The series featured more than 50 upgrades to the U-boat line such as improved wiring, insulation, wheel slip controls, and more.

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.

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