U30B - MagnumMacKivler/RLCPT2 GitHub Wiki
Photo credit Craig Garver
The U30B was initially just an uprated U28B featuring the GTA-9 alternator and the FDL-16D which ran at 3250 hp brake and 3000 hp for traction, becoming the second builder to offer such a unit after ALCo. While popular and reasonably reliable mechanically, GE was still hammering out electrical issues. As such most railroads picked them up due to EMD either being backlogged production-wise or ALCo not existing. 295 units were produced for North American railroads.
To comply with FRA clean cab regulations, and to introduce a new line of upgrades made to the Universal frame, GE replaced the U30B with the B30-7 in 1976.
PT-Specific Information
| General Info | - |
|---|---|
| Prime Mover | GE 7FDL-16D (1) |
| Horsepower | 3000 |
| Truck Type | AAR Type B (2) |
| Axles | 4 |
| Traction Motors | 4 |
| Minimum Weight | 242,000 lbs |
| Maximum Weight | 288,000 lbs |
| Model Base Speed | 65 MPH |
| Top Speed | 65, 75, or 80 MPH ⚠ |
| Electrical System | - |
|---|---|
| Generator Max Current | 5400 Amps (3) |
| Max Traction Motor (TM) Current | 1800 Amps |
| Max Continuous TM Current | 1195 Amps |
| Traction Motor Type | DC |
| Factor of Adhesion | 25% (2) |
| 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 (0), automatic (5) |
| DB Max Current | 740 Amps |
| DB Max Continuous Current | 740 Amps (4) |
| 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 | No |
| Starter Mode | Manual Primer, Manual Start |
| Air Brake Schedule | 26-L |
| Compressor CFM | 236.25 (Wabco 3CDCBL @ 1050 RPM) |
| Main Reservoir Volume | 32.4 Cubic Feet |
Notes
⚠: Not Verified or Educated Guess
(1): Production V16 FDL's would be changed to 7FDL-16E specification in 1968 and 7FDL-16G spec in 1974. HP remains the same. Note the lack of an F; the 7FDL-F block was exclusive to the V12.
(2): EMD's Blomberg truck was offered if you provided a trade in with said trucks (think F units); performance was the same as the Type B. The FB-2 became available in 1972, which has slightly better adhesion (29%) All three trucks were available concurrently from 1972 until the end of production.
(3): In 1969 GE changed from the GTA-9 alternator to the GTA-11. Supposedly they perform similar, and the change was made because the GTA-11 was cheaper to produce, but I have no numbers for the GTA-9 and assume this number is for the GTA-11. Putting a ⚠ here just in case.
(4): Early units used a fixed Notch 8 whenever dynamic braking was engaged; later units varied fan speed once more modern fan drive units were available. This change occurred in mid 72 or later - phase 1 units would all be this style at minimum.
(5): Early units had less physical grids than later units. It's possible that the maximum rating would be lower, likely in the 620 range with "overload" being 620 as well. Amusingly, brake grids were considered a wear item and the system would electronically prevent you from overloading the grids more than "acceptable" - the main concern was excessive high speed braking damaging truck motors.