Union Pacific GTELs

Union Pacific GTELs

UP 18, a third generation GTEL with four three axle "C" trucks, preserved at the Illinois Railway Museum.

Type and origin Power type Gas Turbine-electric Builder Alco-General Electric 1948-53, General Electric thereafter Model GE 101 1948 Demonstrator Prototype Build date January 1952 - June 1961 (production) Total produced 56

Specifications AAR wheel arr. B+B-B+B 1st & 2nd Generation C-C+C-C 3rd Generation Gauge 4 ft 8 1⁄2 in (1,435 mm) Trucks 4 Length 83 ft 6.5 in (25.464 m) (Prototype) Loco weight 500,000 lb (230,000 kg) Prototype 849,212 lb (385,196 kg) for 3rd Generation Fuel type Bunker C heavy fuel oil (UP 57 used compressed propane fuel from May 1953 to January 1954) Prime mover GE 5-Frame Gas Turbine 3rd Generation Engine type Cummins 250 hp (190 kW) "donkey engine" 1st and 2nd generation. Cooper-Bessmer 850 hp (630 kW) 3rd Generation. Traction motors GE 752E1 1st and 2nd Generation, GE 752E3 3rd Generation. Safety systems Twin Leslie Tyfon A-200 air horns 1st & 2nd generation. Leslie S-5T-RF air horn 3rd generation.

Performance figures Maximum speed 65 mph (105 km/h) (according to GE tests). Power output 4,500 hp (3,400 kW) 1st & 2nd Generation 8,500 hp (6,300 kW) 3rd Generation Tractive effort 212,312 lbf (944,410 N) 3rd Generation

Career Operators Union Pacific Railroad Class 1 Number in class 55 Numbers UP50 Demonstrator Prototype 51-60 1st Generation 61-75 2nd Generation 1-30 3rd Generation Official name GTEL, Gas Turbine Electric Locomotive Nicknames "Verandas" 2nd Generation "Big Blows" 3rd Generation Locale North America Delivered January 1952 First run January 1952 Last run December 1969 Retired August 1968 - February 1970 Disposition 53 scrapped (running gear including trucks recycled for GE U50 class), 2 preserved (Non-operational)

Union Pacific operated the largest fleet of gas turbine-electric locomotives (GTELs) of any railroad in the world. The prototype, UP 50 was the first in a series built by General Electric, marketed by the Alco-GE partnership until 1953, for Union Pacific's long-haul cargo services. The prototype was introduced in 1948 and was followed by three series of production locomotives. At one point Union Pacific said the turbines hauled more than 10% of the railroad's freight.

Fuel economy was poor, the turbine consumed roughly twice as much fuel as an equally powerful diesel engine. This was initially not a problem, because Union Pacific's turbines were fueled by Bunker C heavy fuel oil. This highly viscous fuel was less expensive than diesel, but difficult to handle. When cold, its consistency is similar to tar or molasses. To solve this problem, a heater was built into the fuel tanks (and later into fuel tenders) to heat the fuel to 200 °F (93 °C) before being fed into the turbine. Eventually UP switched from Bunker C to modified No. 6 heavy fuel oil, which contained fewer pollutants and solvents.Soot buildup and blade erosion caused by corrosive ash plagued all of the turbines. Changes to the air intake systems on the production turbine locomotives improved the air quality reaching the turbine which in turn reduced the wear to the turbine blades and increased the overall running life of the turbine. They were operated into late 1969 and the final two (#s 18, 26) were stored at the Cheyenne roundhouse in operating condition until being retired in Feb 1970.

Union Pacific had long sought the biggest and best locomotives. In the 1930s a pair of steam turbine locomotives were tried but rejected. Before World War II, Union Pacific had been adding diesels to its roster, but none pulled road freight trains. The idea of using four diesels to equal the power of a steam locomotive was unappealing, so the search began for something bigger. General Electric had been building gas turbines for aircraft and proposed using something similar on a locomotive. Union Pacific thought maintenance costs for a locomotive were largely independent of its power, so a smaller number of more powerful locomotives would save money.