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The GE U30C is a six-axle locomotive built by General Electric from 1966 to 1976. With 600 units sold, the U30C proved to be a viable alternative for customers who were unable to purchase SD40s from Electro-Motive Diesel (EMD) due to production backlog. Throughout its ten-year production span, the U30C was known for reliability issues ...
The C30-7 is a 6-axle diesel-electric locomotive built by GE Transportation Systems between September 1976 and May 1986 as an updated U30C with a 16-cylinder 3,000 horsepower (2,200 kW) FDL-series diesel engine. [1] 1,137 were built for North American railroads.
The GE U30CG was a passenger-hauling diesel-electric locomotive built by GE Transportation Systems. It was a passenger variant of GE's U30C design purchased by the Atchison, Topeka and Santa Fe Railway .
The following is a list of locomotives produced by GE Transportation Systems, a subsidiary of Wabtec. All were/are built at Fort Worth, Texas or Erie, Pennsylvania , in the United States. Most (except the electrics, the switchers, the AC6000CW, and the Evolution series) are powered by various versions of GE's own FDL diesel prime mover, based ...
The GE U36C is a 3600 hp diesel-electric locomotive model built by GE Transportation Systems. The length of the locomotive was 67 ft 3 in (20.50 m), standard for U30C, U33C, U34CH, U36C, U36CG, C30-7 and C36-7.
GE commenced production of the Dash 7 Series in 1976. By the time Dash 7 production ceased in 1985, about 2,800 Dash 7 locomotives had been built - roughly the same number of units as the total production of the Universal Series. By contrast, EMD built more than 8,000 Dash 2 locomotives.
The GE U30B was a diesel-electric locomotive produced by GE Transportation between 1966 and 1975. It was a further development of the U28B, with a 3,000 hp (2,200 kW) 16-cylinder prime mover. [1] The U30B competed with the EMD GP40 and the ALCO Century 430, but was not as successful as the GE U30C.
The five GE U30C locomotives worked on the Eagle Mountain Railroad from 1968 to April 1986. Most of the time, four were assigned to the daily iron-ore trains, while the fifth locomotive would be used as a spare or be cycled through the Southern Pacific's Taylor Shops for routine maintenance and repairs.