EMD GP30

The EMD GP30 is a four-axle diesel-electric locomotive built by General Motors Electro-Motive Division of La Grange, Illinois between July 1961 and November 1963. A total of 948 units were built for railroads in the United States and Canada, including 40 cabless B units for the Union Pacific Railroad.
It was the first so-called "second generation" EMD diesel locomotive, and was produced in response to increased competition by a new entrant, General Electric's U25B, which was released roughly at the same time as the GP30. The GP30 is easily recognizable due to its high profile and stepped cab roof, unique among American locomotives. A number are still in service today in original or rebuilt form.

History

Development

The GP30 was conceived out of the necessity of matching new competitor GE's U25B. The U25B offered while EMD's GP20 and its 567D2 prime mover was only rated at. The U25B also featured a sealed, airtight long hood with a single inertial air intake for electrical cooling, with a pressurized cooling system which kept dust out of the engine and equipment area. Finally, the entire GE design was optimized for ease of access and maintenance. The U25B demonstrators were receiving much praise—and orders—from the railroads that tested them. Meanwhile, ALCO had been producing the 2,400 hp RS-27 since 1959, though it had not sold well.
EMD's engineering department pushed their DC traction system for an extra. The wasn't quite equivalent to the GE and ALCO offerings, but EMD hoped the railroads' familiarity with EMD equipment would improve their chances. The locomotive in which the 16 cylinder, 567D3 would be fitted, was improved along the lines of the U25B; sealed long hood, central air intake, and engineered for easier maintenance access. The frame and trucks of the GP20 were carried across; the extra equipment for the centralized air system required more space behind the cab, and since the locomotive was not going to be lengthened, extra space was achieved vertically by raising the height of the locomotive, giving room for the central air system, turbocharger and electrical cabinet all behind the cab. This extra height behind the cab meant that the body style used for previous GP units was not suitable.
Since EMD wanted the new locomotive to be visibly modern and updated, they turned to the GM Automotive Styling Center at Troy, Michigan for help. The automobile stylists created the GP30's trademark "hump" and cab roof profile. The hump-like bulge started at the front of the cab and enveloped the air intakes for the central air system and the dynamic brake blister. Units ordered without dynamic brakes were the same shape, but lacked the intakes to cool the dynamic brake resistor grids.
A high short hood could be ordered, but only holdouts Norfolk and Western Railway and Southern Railway received such units. EMD originally planned to name the locomotive the GP22, but EMD's marketing department decided to leapfrog GE's numbering to make the new locomotive seem more advanced. Marketing literature claimed 30 distinct improvements from the GP20 and that this was the reason for the number.

Sales and in service

The GP30 successfully countered the GE threat and kept EMD in the dominant position in the North American diesel market. While losing a little power to the GE and ALCO competition, the solidity and reliability of the GP30—and the familiarity of railroad mechanical departments with EMD products—ultimately won many more orders for EMD. 948 were sold, in comparison to 476 U25Bs. In addition, the GP30 was only sold until the end of 1963, while the U25B was available until 1966.
File:EMD GP30 locomotive.jpg|thumb|200px|left|An EMD GP30 originally owned by the Louisville and Nashville Railroad -- Oak Ridge, TN
Most major railroads ordered GP30s, and many smaller ones did too. The largest orders were from the SOU, UP, ATSF, and the B&O.
The sole purchaser of B units was the UP, who kept the practice of running its locomotives in matched sets much longer than others. Thirteen of those GP30B units were fitted with steam generators for heating passenger trains, the only GP30s to receive them. Prior to Amtrak, UP would use a GP30 and two boiler equipped GP30Bs on passenger trains when no E8s or E9s were available.
Some units for the GM&O, MILW and SOO were built using trucks from ALCO trade-ins and therefore ride on AAR type B trucks instead of the EMD standard Blomberg Bs. An indisputable tribute to the quality of the GP30 design is the fact that a good number are still in service as of 2015, which is a service lifespan of over 50 years and well in excess of the design life of 25–30 years for the average diesel locomotive. Furthermore, when life-expired, some railroads chose to give them major rebuilds instead of scrapping them.

Original buyers

Cab-equipped 'A' units

Cabless booster 'B' units

Rebuilds

The Burlington Northern Railroad was the most extensive user of rebuilt GP30s. Finding a need for modernized units of lower power, it sent GP30s—-both its own and units purchased from other railroads-—to be rebuilt to the specifications of the later GP39. Seventy units were sent to EMD, 65 to Morrison Knudsen and 25 to VMV for rebuilding, and the rebuilds are known as GP39E, GP39M, and GP39V respectively. The changes included new generators, Dash-2 modular electronic control systems and 567D3 engines upgraded with EMD 645-series power assemblies, rated at 2,300 hp and designated 12-645D3. Some of these units received new EMD spartan cabs. These units are still in service on locals and smaller lines throughout the BNSF Railway system.
The Atchison, Topeka and Santa Fe Railway had previously performed a similar upgrade in its own Cleburne, Texas shops, stripping the locomotives down to bare metal and rebuilding with new equipment. The 567D3 engines were upgraded to a 2500-horsepower rating by the use of 645-series power assemblies. The generators and traction motors were upgraded and control and electrical equipment was replaced. The trucks received Hyatt roller bearings and single-shoe brake systems. Rooftop air conditioners and new horns were added. The locomotives were repainted in the blue and yellow Yellowbonnet scheme, and designated GP30u. 78 of these survived until the BNSF merger, and were eventually all sold off. In 2016, BNSF traded Larry's Truck and Electric 26 GP38s for 24 of the former ATSF GP30us for their GP39-3 rebuild program. The Reading Blue Mountain and Northern Railroad acquired a total of six of the former BNSF/ATSF GP30us from Larry's and designates them as GP39RN locomotives.
The Soo Line Railroad rebuilt three GP30s with CAT 3516 engines rated at. These were designated GP30C.
The Illinois Central Gulf Railroad rebuilt two GP30s in the early 1980s. These units were designated GP26., the units remain in service on the Cimarron Valley Railroad.
The Chessie System rebuilt its GP30 units into GP30Ms, adding newer components, new traction motors and reducing their power to 2000 hp. They lasted with CSX into the mid-to-late 1990s, long after Seaboard System GP30s had been sold, retired and scrapped, or turned into road slugs.

Preservation

Many GP30s have been preserved by a variety of museums, societies and tourist railways. All preserved examples are cab units, as the cabless booster units have been scrapped. A number of these preserved locomotives are in operational condition. The following is a list of preserved GP30s in North America.

Original railroad	Original road number	Preserved railroad	Preserved road number	Preservation organization	Location	Status	Citations	Notes
Baltimore & Ohio	6944	Baltimore & Ohio	6944	B&O Railroad Museum	Baltimore, Maryland	Operable
Chesapeake & Ohio	4625	Branson Scenic Railway	99	Branson Scenic Railway	Branson, Missouri	Operating		South end locomotive
Canadian Pacific	5000	Canadian Pacific	5000	Alberta Railway Museum	Edmonton, Alberta	Preserved		One of only two GP30s built in Canada
Pennsylvania Railroad	2233	Conrail	2233	Railroad Museum of Pennsylvania	Strasburg, Pennsylvania	Static display		Formerly operated on the West Shore Railroad in Lewisburg, PA between the late 1980s and early 2000s and was repainted in its original PRR colors during that time.
Cotton Belt	5006	Cotton Belt	5006	Arkansas Railroad Museum	Pine Bluff, Arkansas	Preserved
Denver & Rio Grande Western	3006	Denver & Rio Grande Western	3006	Forney Transportation Museum	Denver, Colorado	Preserved
Denver & Rio Grande Western	3011	Denver & Rio Grande Western	3011	Colorado Railroad Museum	Golden, Colorado	Preserved
Pennsylvania Railroad	2250	New Hope & Ivyland	2198	New Hope & Ivyland	New Hope, Pennsylvania	Operating		Hauls daily tourist trains
Nickel Plate Road	900	Nickel Plate Road	900	Mad River & NKP Railroad Museum	Bellevue, Ohio	Preserved
Nickel Plate Road	901	Nickel Plate Road	901	Lebanon Mason Monroe Railroad	Cincinnati, Ohio	Operating
Nickel Plate Road	902	Nickel Plate Road	902	Cincinnati Scenic Railway	Cincinnati, Ohio	Operating
Norfolk & Western	522	Norfolk & Western	522	Roanoke Chapter of the NRHS	Roanoke, Virginia	Under repair
Norfolk & Western	536	Illinois Southern	536	GSMR	Dillsboro, North Carolina	Static display		On display along with U18B #1901 following filming of The Fugitive.
Reading	5513	Reading	5513	Reading Company Technical & Historical Society	Hamburg, Pennsylvania	Under repair		The first production GP30. Operational in the 1980s and 1990s and is currently being repaired.
Santa Fe	1235	RBMN	2535	Reading Blue Mountain and Northern Railroad	Jim Thorpe, Pennsylvania	Operating		Only preserved GP30u. Currently in active service at the Lehigh Gorge Scenic Railway.
Santa Fe	1269	GSMR	2467	Great Smoky Mountains Railroad	Bryson City, North Carolina	Operating		Only preserved GP30-3.
Soo Line	700	Soo Line	700	Lake Superior Railroad Museum	Duluth, Minnesota	Operating		Restored for use on their North Shore Scenic Railroad.
Soo Line	703	Soo Line	703	Colfax Railroad Museum	Colfax, Wisconsin	Preserved
Southern	2594	Southern	2594	Southeastern Railway Museum	Duluth, Georgia	Operable		Currently leased to the Tennessee Valley Railroad Museum.
Southern	2601	Southern	2601	North Carolina Transportation Museum	Spencer, North Carolina	Operable		-
Union Pacific	844	Union Pacific	844	Nevada State Railroad Museum Boulder City	Boulder City, Nevada	Operating		Famously the engine that necessitated the renumbering of UP steam engine #844 to #8444 from 1962 to its retirement in 1989.
Union Pacific	849	Union Pacific	849	Western Pacific Railroad Museum	Portola, California	Preserved		-
Louisville and Nashville	1030	Waldens Ridge Railroad	1030	Southern Appalachia Railway Museum	Knoxville, Tennessee	Operating
Southern	2561	Waldens Ridge Railroad	2561	Southern Appalachia Railway Museum	Knoxville, Tennessee	Preserved
Southern	2608	Waldens Ridge Railroad	2608	Southern Appalachia Railway Museum	Knoxville, Tennessee	Preserved
Pennsylvania Railroad	2249	Western Maryland Scenic	501	Western Maryland Scenic	Cumberland, Maryland	Stored, awaiting repairs
Reading Company	5507	Western Maryland Scenic	502	Western Maryland Scenic	Cumberland, Maryland	Retired and stored, used as parts donor for 501
Soo Line	715	Wisconsin Central	715	National Railroad Museum	Green Bay, Wisconsin	On display
Baltimore & Ohio	6955	Baltimore & Ohio	6955	Cincinnati Scenic Railway	Cincinnati, Ohio	Undergoing restoration		Successfully acquired and undergoing mechanical restoration. See facebook page for details.