Each would be two units plus a fuel tender, rated at 8,500 horsepower (6,300 kW).

The turbines were delivered in three main groups after extensive testing of the prototype. In 1944, Union Pacific and the American Locomotive Company (ALCO) collaborated on the FEF-3, a class of 10 locomotives designed to pull passenger trains at 90 mph. After Union Pacific expressed interest, GE built a prototype, GE 101, completed in November 1948. Each cost UP 53 was used to test an improved roof-mounted air intake, which proved successful, and locomotives 57-60 were built with this intake.UP 59 and 60 were used in an experimental 9,000 hp (6,700 kW) double-turbine pair, sharing a fuel tender between them. Fuel economy was poor, for the turbine consumed roughly twice as much fuel as an equally powerful diesel engine.

They had Leslie S-5T-RF air horns on the cab roof (later moved to the mid radiator section of the A unit, in response to ice build-up in the bells).

Grinding coal into fine particles was also troublesome but necessary because any oversized coal particles could damage the turbine blades. © The Railroad Press Railroad Books, Magazines, Clothing and Post Cards 2020 The PA-1's 2,000 hp (1.5 MW) diesel engine was retained and the B unit carried the main power plant for the main generators, which contributed 5,000 hp (3.7 MW) for a total power output of 7,000 hp (5.2 MW).

The magnitude of the trains themselves has increased, with many freight cars carrying 120 tons. You can now find many Union Pacific trains battling across Wyoming with well over a hundred cars, and engines on the front, middle and end of the train!! General Electric provided a fleet of 5000-horsepower U50’s in six-axle and 8-axle versions. This was initially not a problem, because Union Pacific's turbines burned Union Pacific had long sought the biggest and best locomotives. The long runs and relatively high speeds would maximize the turbines' efficiency.

With 8,500 hp (6,300 kW) from a single These turbines eventually displaced units 51 to 75. There have been thirteen DDA40X’s preserved, with Union Pacific currently operating DDA40X #6936 in their Heritage Fleet. Theoretically, an FEF-3 could reach 120 mph and maintain it for a period of time; one locomotive reportedly pulled a 1,000-ton passenger train at 100 mph. The third generation turbines were all retired by 1970. Register to access Secure Tools, …

Two third-generation turbines, however, were preserved: UP 18 at the In October 1962, Union Pacific constructed an experimental GTEL of its own, using a modified The consist had an A1A-A1A+2-D+D-2, wheel arrangement, 18 axles of which 12 were powered. Below I have assembled a complete list of GE, EMD and ALCO double-diesel road switchers.

All of the above-mentioned locomotives featured two diesel power plants under the hood, but in their absence, UP was just as happy to throw eight, nine or even ten or more smaller units on the front of their trains.Today, the average locomotive produces about 4500 horsepower with only a single diesel prime mover and it rides on six axles. Union Pacific operates North America's premier railroad franchise, covering 23 states in the western two-thirds of the United States. These units were originally supposed to be converted to the 6,250 hp (4,660 kW) 7HDL engine after the problems were worked out with the engine, but this never occurred. Production of these popular diesels ran through 1971 when it was succeeded by the GP38-2. The magnitude of the trains themselves has increased, with many freight cars carrying 120 tons.

The last run of a gas turbine locomotive took place on December 26, 1969.

Ultimately, the experiment was declared a failure and was scrapped after spending only 20 months in service.
The locomotive weighed about 610 tons with a full tender. Union Pacific and Southern Pacific are the only two U.S. railroads to have ventured into the high-horsepower double-diesel market for road freights.

Union Pacific 4023 is a class 4-8-8-4 Big Boy built by the American Locomotive Company in Schenectady, New York in November 1944.

The turbines in these units are the most powerful prime movers ever installed in any North American locomotive. This was one of the few For starting, the unit's auxiliary diesel generator would power a set of windings in the gas turbine's main generator, causing the generator to rotate.

All FEF classes were considered by the Union Pacific to be capable of producing between 4,000 and 5,000 drawbar horsepower.


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