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EMD 30 Locomotives

GP20 roster text by David Lotz ©1998 Burlington Route Historical Society.
Roster compiled from Bernard G. Corbin's "the Burlington in Transition"
and Robert C. Del Grosso's "Burlington Northern 1980-1991 Annual,"
"The Burlington Northern Railroad in 1993" and current data from
Matthew J. Frahm, John B. Lee and David Lotz.

 

Click on diagram to see larger size.

Shortly after the announcement of the 2250 horsepower GP30, the Burlington placed a $5.8 million order for thirty of the new turbocharged V-16 locomotives. Twenty-three FT's and seven F2's were traded-in to save an average of $54,000 per unit. The Burlington was the second road to accept delivery of the new locomotives and the first among the western roads. The first GP30's were delivered to Lincoln, Nebraska in April of 1962, with the remainder of the order delivered by July. The locomotives were numbered 940-969, following in sequence the year-old GP20's. Upon arrival they were assigned to the general diesel pool where they remained until the Burlington Northern merger.

 

Click on diagram to see larger size.
GP30 #968 looks pretty clean in
this shot in East St. Louis in 1970.
(Courtesy Jan Kohl/Castle Graphics)
The Burlington units were a fairly standard model of the GP30 with a low nose, dynamic brakes and a three-chime air horn, initially mounted on the hood and later mounted towards the rear. The Burlington units however, did not have drop steps or walkway chains. Weighing in at 257,400 pounds, the locomotives exerted a tractive effort of 64,350 pounds at start-up and were geared with a ratio of 62:15 to allow running of up to 75 miles per hour. The new Burlington chinese-red-and-gray paint scheme, adopted in 1958, seemed to fit the GP30's "stylized" contours better than other road's schemes.

Pleased with their first order, the Burlington ordered an additional eight GP30's that were delivered between May and September of 1963. These units were numbered 970-977, and were virtually identical to the first order except that they weighed 2,900 to 3,200 pounds more per unit. Eight 15- and 16-year- old F3's were used as trade-ins on these units. In a matter of three years Burlington's F-unit roster was reduced by sixty-five units, leaving only seven FT's and two F2's.

Click on diagram to see larger size.
GP30 #969 rolls through Brookfield, IL, with a GN GP20 in tow, August 1970.
(Courtesy Jan Kohl/Castle Graphics)

At the beginning of their Burlington careers, the GP30's were run in solid model consists to showcase the progressiveness of their owner. It was not uncommon to see three- to five-unit matched sets on Burlington's freights. The GP30's also fit well into the motive power pooling agreements with the Union Pacific, Rio Grande, Erie Lackawanna, New York Central and the Pennsylvania . Pooling power avoids lengthy terminal delays enroute, and could cut up to two days off a scheduled coast-to-coast run. Mileage equalization between pooling roads frequently placed Burlington units from coast to coast, sometimes far from their assigned pool routes. Likewise, the other pooling partner's locomotives were often found anywhere on the Burlington system. The most familiar pool with GP30's was the Burlington-Union Pacific hot shot freight, the Chicago to Grand Island (NE) or symbol C-GI. Often, five to six GP30's from both roads were operated on this train. A Burlington unit, equipped with cab signals for the triple-track speedway in Chicago, was always on the point.

Click on diagram to see larger size.
Brand-new GP30 #971 at
Cicero, Illinois, October 1963.
(Courtesy Jan Kohl/Castle Graphics)
The GP30's performed well for the Burlington and all thirty-eight were turned over to the Burlington Northern on March 2, 1970, becoming BN 2217-2254, following the GN GP30's that became BN 2200-2216. The first Burlington GP30 to be scrapped was the result of a derailment in Oregon on February 18, 1974. Ex-Burlington 953 (BN 2230) was sold for scrap to Intercity Junk Company in Vancouver, WA on April 9, 1974, due to the extensive damage. In 1982, five of the Burlington GP30's were traded in to GE for B30-7A units. Of the 45 GP30's on the original BN roster, 30 have been recycled by Morrison Knudson and EMD into GP39M and GP39E rebuilds, the others were scrapped prior to the 1988 rebuild programs.

The GP39E's from EMD have been upgraded to a 16-645D3 or 16-645D3A turbocharged engines, AR10/D14 main generators, Dash-2 electronic controls and are now rated at 2300 horsepower. The GP39M's from Morrison Knudson are essentially the same, but are rated at 3,000 horsepower. External differences are minor, except for the new cabs some have received and the M-K units that have had the middle, 36-inch radiator fan deleted. The first few rebuilds received the standard BN paint scheme, while the remainder have had the white-face scheme applied. Eighteen former Burlington GP30s remain on the BNSF roster in 2009, now carrying the model designation GP39-2R, which was applied in December of 2007. We can only speculate how long these reborn Burlington GP30's will remain in service, preserving the unique EMD styling of the early sixties.

 

CB&Q Number Date Built Serial Number 1st BN Number Rebuild Date 2nd BN Number BNSF Number Date Retired Disposition
940 5-62 27151 2217 09/89 2823 2823   to GP39M, to GP39-2R 12/07
941 5-62 27152 2218 09/89 2819 2819   to GP39M, to GP39-2R 12/07
942 5-62 27153 2219 10/89 2828 2828   to GP39M, to GP39-2R 12/07
943 5-62 27154 2220       12/81 12/81 SFS General Metals Company - Tacoma, WA
944 5-62 27155 2221 10/89 2830 2830   to GP39M, to GP39-2R 12/07
945 5-62 27156 2222 12/89 2827 2827   to GP39M, to GP39-2R 12/07
946 5-62 27157 2223 04/89 2751 2741   to GP39E, to GP39-2R 12/07
947 5-62 27158 2224 06/89 2752 2742   to GP39E, to GP39-2R 12/07
948 5-62 27159 2225 10/89 2831 2831   to GP39M, to GP39-2R 12/07
949 5-62 27160 2226 05/89 2753 2743   to GP39E, to GP39-2R 12/07
950 5-62 27161 2227       06/86 06/86 Scrapped by BN
951 5-62 27162 2228       06/82 06/82 Trade in to GE on B30-7A
952 5-62 27163 2229       01/87 06/87 SFS Precision National Corp. - Mt. Vernon, IL
953 5-62 27164 2230       02/18/74 Wrecked - SFS 04/74 to Intercity Junk Co. - Vancouver, WA
954 5-62 27165 2231       05/85 07/85 Scrapped by BN
955 5-62 27166 2232 12/89 2826 2826   to GP39E, to GP39-2R 12/07
956 6-62 27167 2233       06/82 06/82 Trade in to GE on B30-7A
957 7-62 27168 2234       10/86 02/87 Wilson Railway Corp. - Des Moines, IA
958 7-62 27169 2235       06/84 07/84 SFS Precision National Corp. - Mt. Vernon, IL
959 7-62 27170 2236 05/89 2754 2744   to GP39E, to GP39-2R 12/07
960 7-62 27171 2237       06/82 06/82 Trade in to GE on B30-7A
961 7-62 27172 2238       08/85 08/85 SFS General Metals Company - Tacoma, WA
962 7-62 27173 2239       08/82 08/82 Trade in to GE on B30-7A
963 7-62 27174 2240       01/86 01/86 SFS Southwest Railroad Car Parts - Longview, TX
964 7-62 27175 2241 07/89 2755 2745   to GP39E, to GP39-2R 12/07
965 7-62 27176 2242 08/89 2758 2748   to GP39E, to GP39-2R 12/07
966 7-62 27177 2243       06/82 06/82 Trade in to GE on B30-7A
967 7-62 27178 2244       04/87 08/87 SFS St. Louis Auto Shredding - St. Louis, MO
968 7-62 27179 2245       06/86 11/86 SFS Southwest Railroad Car Parts - Longview, TX
969 7-62 27180 2246 07/89 2757 2747   to GP39E, to GP39-2R 12/07
970 5-63 28292 2247       06/87 08/87 SFS Precision National Corp. - Mt. Vernon, IL
971 5-63 28293 2248       01/85 01/85 SFS J&J Services - Shelton, NE
972 5-63 28294 2249 06/89 2756 2746   to GP39E, to GP39-2R 12/07
973 5-63 28295 2250 10/88 2800 2800   to GP39M, to GP39-2R 12/07
974 6-63 28296 2251 10/89 2824 2824   to GP39M, to GP39-2R 12/07
975 7-63 28297 2252       07/86 04/87 to Indiana High Rail Corp. - scrapped
976 8-63 28298 2253 11/89 2832 2832   to GP39M, to GP39-2R 12/07
977 9-63 28299 2254       06/84 06/84 SFS Precision National Corp. - Mt. Vernon, IL