Union Pacific Gas Turbine Locomotives

This Gas turbine-electric locomotive is made by Alco the foam has been replaced with reboxx foam and comes with the builder plate. catalog number for this model is D-150 was build in 1978 and for the age of this model this model has no tarnish which is very rare for this model. Box as small rub’s on all four corners it but that is all that I can see other that what is stated in the listing the box is in mint for the age. These Units 51 to 60 were delivered to Union Pacific beginning in 1952. Nicknamed "Big Blows" because of their high noise levels, these were essentially identical to the prototype except that they had cabs at only one end.

Back ground on Gas turbine-electric locomotive

In a Gas turbine-electric locomotive (GTEL) a turbine engine, similar to a turbo shaft engine, drives an output shaft that is in turn attached to an electrical generator via a system of gears. The electrical power is distributed to power the traction motors that drive the locomotive. In overall terms the system is very similar to a conventional diesel-electric, with the large diesel engine replaced with a smaller gas turbine of similar power.            A gas turbine offers some advantages over a piston engine. There are few moving parts, decreasing the need for lubrication and potentially reducing maintenance costs, and the power-to-weight ratio is much higher. A turbine of a given power output is also physically smaller than an equally powerful piston engine, allowing a locomotive to be very powerful without being inordinately large. However, a turbine's power output and efficiency both drop dramatically with rotational speed, unlike a piston engine, which has a comparatively flat power curve. This makes GTEL systems useful primarily for long-distance high-speed runs.

Union Pacific operated the largest fleet of such locomotives of any railroad in the world, and was the only railroad to use them for hauling freight. Most other GTELs have been built for small passenger trains, and only a few have seen any real success in that role. After the oil crisis in the 1970's and the subsequent rise in fuel costs, gas turbine locomotives became uneconomical to operate, and many were taken out of service. Additionally, Union Pacific's locomotives required more maintenance than originally anticipated, due to fouling of the turbine blades by the Bunker C oil used as fuel.

Union Pacific has long sought the biggest and best locomotives available. In the 1930s a pair of steam turbine locomotives were tried out but ultimately rejected. Even before World War II Union Pacific had been adding diesels to its roster, but these were mostly for passenger trains. The idea of lashing together four diesels to equal the power of a single 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 to create a more powerful locomotive. Union Pacific had discovered that the maintenance costs for a locomotive were largely independent of the locomotive's power output. Using a smaller number of more powerful locomotives would thereby save money.

Because a turbine's power output and fuel economy increase with speed, Union Pacific decided that the best way for the turbine locomotives to realize their potential would be to put them on mainline freight trains. The long uninterrupted runs and relatively high speeds would maximize the turbines' efficiency. The turbines were delivered in three main groups after extensive testing of the prototype. Union Pacific intended to use the turbines to replace the famous Big Boys which were about to be retired at the time.

The turbines were considered for use on the Los Angeles-Salt Lake City route, but their high noise levels resulted in them being banned from operating into Los Angeles.

Units 51 to 60 were delivered to Union Pacific beginning in 1952. Nicknamed "Big Blows" because of their high noise levels, these were essentially identical to the prototype except that they had cabs at only one end. The locomotive frame contained a 7,200 US gallons (27,000 l) fuel tank. In later years, the locomotives were equipped with 24,000 US gallons (91,000 l) fuel tenders, which were first tested in October, 1955, behind one of the second generation turbines.

UP 53 was used to test an improved roof-mounted air intake, which proved successful, and locomotives 57-60 were equipped with this intake as built.

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