B30 7 - MagnumMacKivler/RLCPT2 GitHub Wiki
Frisco 866 rests with good company on the morning of July 7th, 1978 in Springfield, MO. SLSF's B30-7 order was a continuation of U30B's previously purchased, as seen behind the 866. Photo credit Flickr user dwgolde
The B30-7 is the 4 axle equivalent to the C30-7 and a direct, FRA Clean Cab complying replacement to the earlier U30B. It was part of the 1976 New Series' (later Series 7) debut catalog, and was directly competing with the GP40-2. GE also catalogued a B33-7 and B36-7 (the B36-7 in this context is unrelated to the actually produced B36-7) on the same frame and in the same carbody; none were produced.
Customers included SLSF, SSW, SP, C&O, and SBD. The B30-7, like the other New Series 4 axles, could be optioned with traded in AAR trucks, which C&O and SLSF both chose on their units. Mostly intended as a fast freight unit, the B30-7 was largely used to herald freight trains over the flat land of the Midwest or along the eastern seaboard. The last units were built in 1981, after the B30-7A was introduced and largely replaced it, however it was likely left catalogued until the introduction of New Series 8 in 1984.
Some of the last order of SSW B30-7's were prototype B36-7's (again, unrelated to the previously mentioned B36-7 on the B30-7 frame), with most of the bells and whistles of the latter model. SSW would continue to purchase B36-7's after its proper introduction to the catalog in 1981.
As of 2024, there are only a handful of examples left, as most were scrapped:
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Union Pacific, the later assumor of SP/SSW locomotives after their 1996 merger, either scrapped most locomotives outright in the early 2000s, sent them in for conversions to Railpower GG20Bs, or converted them into "Control Car Remote Control Locomotive"s, or CCRCLs. These "locomotives" were essentially shells with fuel tanks removed, and with either their prime mover left in for dead weight, or entirely removed and concrete put in its place; they then had RC equipment put into them to enable locomotives MU'd to operate via a belt back.
The CCRCL locomotives were then sandwiched between 2 locomotives for RC jobs, and hung around until eventually most UP locomotives got RC equipment put into them. As CCRCLs became redundant, and with most having issues running ice-packed tracks/crossings/switches and derailing, Union Pacific eventually started scrapping these into the mid 2010s to the mid 2020s. As of July 2024, there are only 2 left on the roster, with 2 being purchased recently by SPTX.
A Union Pacific "Control Car Remote Control Locomotive" (CCRCL) made from former Southern Pacific B30-7 #7867. This unit is now owned by an unknown party's reporting mark of SPTX, and has its former road number put on it in SP roman font. Photo credit SiYao Wang
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A majority of C&O and SCL units then were transferred over to CSX, with some surviving on smaller locals or yard jobs as late as 2009 (if not later). It appears as if some of the C&O units had their AAR B trucks swapped out for FB-2s, likely from retired Universal Series trucks. Upon retirement, CSX then scrapped these engine, with a few making it out to shortline service.
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One notable, happy exception to this mass exodus was CSX 5554, formerly C&O 8272. While it sat retired on a deadline for years, CSX hung onto it. CSX then offered the locomotive to the Lake Shore Railroad Museum, complete with a brand new Chessie System paint job.
Former CSX 5554, now returned to original C&O 8272 paint, is being prepped for move from CSX's Huntington, WV shops to Lake Shore RR Museum in Pennsylvania. Photo credit Chase Gunnoe and Trains Magazine.
- Frisco's B30-7s transferred shortly over to the Burlington Northern after their 1980 merger, then over to BNSF after its merger in 1996. Most appeared being retired in 1997, never getting any BNSF reporting markings. Most made it to smaller short lines.
PT-Specific Information
| General Info | - |
|---|---|
| Prime Mover | GE-7FDL16G |
| Horsepower | 3000 |
| Truck Type | GE FB-2 (1) |
| Axles | 4 |
| Traction Motors | 4 |
| Minimum Weight | 253,000 lbs |
| Maximum Weight | 280,000 lbs |
| Model Base Speed | 70 MPH |
| Top Speed | 70, 79, or 88 MPH |
| Electrical System | - |
|---|---|
| Generator Max Current | 5400 Amps |
| Max Traction Motor (TM) Current | 1600 Amps |
| Max Continuous TM Current | 1195 Amps |
| Traction Motor Type | DC |
| Factor of Adhesion | 29% ⚠ , 25% (1) |
| Transition Mode | Automatic, no selector |
| Transition Groups | 2, 1 |
| Transition Shunts | 1, 1 |
| Generator Transition | No |
| Traction Control | APR + Sand |
| Dynamic Braking (DB) Mode (if used) | Mechanical Blowers (2) |
| DB Max Current | 740 Amps ⚠ |
| DB Max Continuous Current | 740 Amps |
| Blended Braking | No |
| Miscellaneous | - |
|---|---|
| Head-End Power (HEP) | No |
| HEP Power Consumption | N/A |
| HEP Standby/Run Mode | N/A |
| Load Ramp Speed | 3 Amps/Tick ⚠ |
| TM Overload Protection | Yes |
| Starter Mode | Manual Primer, Manual Start |
| Air Brake Schedule | 26-L |
| Compressor CFM | 236.25 (Wabco 3CDCBL @ 1050 RPM) |
| Main Reservoir Volume | 32.4 Cu.Ft |
Notes
⚠: Not Verified or Educated Guess
(1): Some locomotives ran on traded in AAR type Bs from GE Universal series or ALCO products. These use the same motors GE 752 traction motors so only factor of adhesion is affected. This was not optional from the factory and required trade in trucks.
(2): GE made available electrically blown dynamic brakes as an option in 1983; it was retrofitable to earlier Series 7 units. Dynamic braking capacity remained unchanged. No production B30-7's got this upgrade.