Introduced by General Electric (GE) as a competitor to the EMD SD40 and SD40-2, the U23C and U30C locomotive chassis’ were one of GE’s earliest locomotive successes. Nicknamed “U-Boats”, these units were used in multiple services, pulling coal trains, general freight, and even as a test power unit for the Department of Transportation’s subway car experiments in Colorado. One BN unit was repainted for the 1776 US Bicentennial Celebration.

The U30C --

From Wikipedia, the free encyclopedia:

The GE U30C was one of the earliest successes from General Electric in the diesel locomotive market. With 600 units sold, the U30C proved to be a choice for customers who weren't able to purchase SD40's or SD40-2's from EMD due to mass orders. Throughout its 9 year production span, the U30C was heavily deemed unreliable in service due to electrical and mechanical problems occurring almost all the time. However, most railroads were assured of the reliability of the GE Model 752DC traction motor, and began to place orders for U30Cs starting in 1966. When production ended, the last U30C's carried pre-Dash 7 specifications, which would be carried in its replacement, the GE C30-7.

The U30C served customers of all kinds. From mining, to general freights, coal trains, and even as a power source unit for the Department of Transportation's subway-car test tracks in Pueblo, Colorado before a connection from the commercial electric power grid could be established (Cudahy 1979).

Not to be outdone in the freight sector, GE produced a passenger version of the locomotive, the GE U30CG. Unfortunately, the U30CG only sold 6 units for the Atchison, Topeka & Santa Fe Railroad.

When most U30C's were being retired due to old age and mechanical/electrical problems, General Electric initiated a rebuild program where the old Universal Series locomotives would be upgraded with the latest technology and fuel saving systems. GE would then strip the locomotive down to its frame and engine, and completely rebuild the locomotive with new components. When completed, the unit would receive a new designation: GE C30-S7R (R for Rebuilt frame of traded-in locomotive). In the later years, the rebuild frame was discontinued, and a brand new frame would be used, re designating the locomotive as GE C30-S7N (N for Newly cast frame). The only external difference would be a large vent on the fireman's side ahead of the engine compartment. The final variation came with the discontinued frame of the Universal series and instead, using GE C40-8 kits. This new model also featured a microprocessor, officially designating this locomotive as GE C30-S7NMP.

The U23C --

From Wikipedia, the free encyclopedia:

The 2300 horsepower GE U23C diesel locomotive model was first offered by GE in 1968, and featured a V-type 12 cylinder version of the standard GE FDL diesel motor. Designed as a competitor to EMD's SD38 and SD39 series, it was intended for heavy transfer, drag and hump service where speed was not a priority. Other than six tall hood doors matching six power assemblies per side, there are very few features which distinguish the U23C from the U30C. The U30C has eight tall hood doors per side, a function of the V16 within.

A total of 73 units were built at Erie including 20 for export to Brazil. An additional 150 units were built by GE de Brazil from 1972-1976, some with kits supplied by GE.

• Locomotives feature directional white LED headlights and preprinted numberboards
• Powerful Kato mechanism powered by a 5-pole flywheel motor and featuring a 9 3/4" minimum turning radius.
• DCC friendly and ready for drop in decoder installation of a Digitrax or Train Control Systems decoder
• Smooth rolling blackened metal wheels.
• Equipped with body mounted KATO magnetic knuckle couplers
• *Santa Fe owned  U23C’s, which had minor cosmetic differences to the U30C. Models will share the same body shell across all versions.   Wig-Wag Note:  The term minor used above is according to Kato's provided data.