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Union Pacific GTELs

Union Pacific 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
Model	GE 101 1948 Demonstrator Prototype
Build date	January 1952 - June 1961 (production)
Total produced	55

Specifications
Configuration:
• AAR	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) Prototype552,000 lb (250,000 kg) 1st Generation849,212 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 Bessemer 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 Generation8,500 hp (6,300 kW) 3rd Generation
Tractive effort	138,000 lbf (610,000 N) 1st Generation212,312 lbf (944,410 N) 3rd Generation

Career
Operators	Union Pacific
Class	1
Number in class	55
Numbers	UP50 Demonstrator Prototype51-60 1st Generation61-75 2nd Generation1-30 3rd Generation
Official name	GTEL, Gas Turbine Electric Locomotive
Nicknames	'Verandas' 2nd Generation'Big Blows' 'Bird Burners' 3rd Generation
Locale	North America
Delivered	January 1952
First run	January 1952
Last run	December 1969
Retired	August 1963 - February 1970
Disposition	53 scrapped (running gear including trucks recycled for GE U50 and U50C), 2 preserved (non-operational)

The Union Pacific GTELs were a series of gas turbine-electric locomotives built by Alco-GE and General Electric between 1952-1961 and operated by Union Pacific from 1952 to 1970.

Background[edit]

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 for Union Pacific's long-haul cargo services and marketed by the Alco-GE partnership until 1953. The prototype was introduced in 1948 and was followed by three series of production locomotives. At one point, Union Pacific said the GTELs hauled more than 10% of the railroad's freight.^{[citation needed]}

Fuel economy was poor, for 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 burned Bunker C heavy fuel oil that was less expensive than diesel. But this highly viscous fuel is difficult to handle, with a room-temperature consistency 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 feeding it into the turbine. Eventually UP switched from Bunker C to modified No. 6 heavy fuel oil, which contained fewer pollutants and solvents.^{[citation needed]}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 quality of the air that reached the turbines, which in turn reduced the wear to the turbine blades and increased the turbine's running life. The GTELs were operated into late 1969 and the final two (numbers 18 and 26) were stored at the Cheyenne roundhouse in operating condition until being retired in February 1970.^[1] Both were later sent to museums.

Prototype[edit]

GE diagram of a turbine locomotive.

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.

Union Pacific decided the best way for the turbine locomotives to realize their potential would be to put them on mainline freight trains. The long runs and relatively high speeds would maximize the turbines' efficiency.

After Union Pacific expressed interest, GE built a prototype, GE 101, completed in November 1948. After tests in the Northeast during June 1949, it was renumbered UP 50. Painted in Union Pacific Armour Yellow, UP 50 began a round of tests. Union Pacific never took ownership of this locomotive, however this was one of the few internal combustion locomotives in North America that had a cab at each end. The cabs themselves resembled the FA units being built by Alco-GE at that time. The sides of the locomotive had numerous air intake louvers that could be opened and closed in varying patterns.

UP 50 was a carbody unit with a B+B-B+Bwheel arrangement – four two-axle trucks, with pairs connected by span bolsters. The turbine produced 4,800 hp (3.6 MW), of which 4,500 hp (3.4 MW) was available for traction. This power output was more than double that of diesel-electric units of that era. Capture nx download mac.

For starting, the unit's auxiliary diesel generator

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