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Welcome to the General Electric C30-7 Locomotive Website. This site covers this
specific locomotive in the service of the Atchison, Topeka & Santa Fe Railway,
Burlington Northern Railroad, and the Burlington Northern & Santa Fe Railway.
Each section contains the history of the GE C30-7 Locomotive
as it pertains to the that railroad, as well as a complete roster section. There is also
e a roster gallery, as well as an action photo archive.
Simply click on the railroad herald of your choice
to go to that railroad's C30-7 section.
QStation would like to thank
BrianA, who was the driving force in the production of this website. Enjoy your visit.
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| The start of the General Electric C30-7 locomotive
came in September 1976 at the Chicago Railroad Industry Equipment Show. At this event,
GE displayed Burlington Northern C30-7 #5500. With this introduction, GE began its
new line of Dash 7 locomotives. The C30-7 was intended to replace the GE U30C, which
in September 1976, was GE's most popular six-axle model. The C30-7 would outsell its
U-boat cousin by more than 200 units.
GE's engineering department made several design
changes to the U30C in transforming the locomotive into its C30-7 composition. One
of the key spotting design changes was the use of the large radiator section, which
was used on the U33 and U36 locomotives. The key spotting feature found on the new
C30-7s, and not on the U30Cs, was the step, located several doors forward of the
new "wings" section. This step would go on to be a standard feature on all of
GE's other Dash 7 locomotives. GE also added louvers on the left side of the short
hood, and also revised and relocated the air intake grills.
GE engineers also redesigned the crew cab, adding
an AAR standard control stand. They also replaced the hot-water heater of the U30C
locomotive, with an electric model; it was also relocated into the short hood. To make
it easier on shop forces, GE added a door on the short hood to give access to the
new electric heater. Among other changes to the radiator section was the removal
of the air compressor, which was moved into the engine section of the long hood.
The electrical changes made by GE also included
moving most of the control modules and relays from under the cab to a space behind
the cab, which used to be the steam generator room on older GE locomotives. To get
at the new location was through an access door, which was the first hood door, behind
the cab instead of through the direct access in the cab, as was standard on older
GE locomotives.
With the major changes, and new customers, GE
had gained another foothold in the North American locomotive market.
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