The 4,500 horsepower "Veranda" Gas Turbine Electric Locomotive streaked across Union Pacific rails as part of a fleet that once seemed the successor to both steam and diesel motive power. Now, this historic powerhouse is available for the first time as a die-cast metal HO model. The all-new Lionel HO Union Pacific Veranda Gas Turbine comes fully equipped with a DCC decoder and a realistic QSI® Quantum Sound® system.

In 1954, the Union Pacific took delivery of its second order of fifteen Gas Turbine Electric Locomotives or GTELs. These new locomotives included significant improvements over their predecessors, notably roof-mounted air intakes and recessed side walkways that gave trainmen greater access to the turbine's vitals. Because of the latter distinctive feature, the new units became commonly known as "Verandas." For the next decade, the Verandas represented the cutting edge of the Union Pacific's quest for horsepower.

As a large railroad with vast uninhabited expanses on its system, the Union Pacific constantly searched for the best means to move maximum tonnage at the highest possible speed. The UP Motive Power Department took the search a step further by squeezing maximum horsepower out of the least number of locomotives. These operating concerns led to some of the most powerful and largest locomotives ever seen on the high iron, from the 4-8-8-4 Big Boy steamer to the DD40AX "Centennial" diesel. In 1948, the ultimate motive power solution was seen in demonstrator #100, a product of the American Locomotive Company and General Electric. It would eventually become Union Pacific #50, the first of the only fleet of Gas Turbine Electric Locomotives ever run on U.S. rails.

By essentially using a jet engine to spin a turbine, the GTEL produces electricity through a generator that, as on a diesel-electric locomotive, powers electric traction motors. Initially, advantages over both steam and diesel locomotives were found in this novel powerplant. Fewer reciprocating parts to maintain and the cheap Bunker C fuel oil that the turbine burned led to decreased operating costs. The GTELs generated more horsepower per foot of locomotive than any diesel. The 4,500 horsepower Veranda produced 137,930 pounds of starting tractive effort. They pulled the same tonnage several miles per hour faster than a diesel of equal horsepower. Verandas even double-headed with GP-9 diesels and 4-8-8-4 Big Boys to pull seemingly endless strings of heavy freight.

Their loud jet engine whine restricted the Verandas from operating in crowded communities. Instead they ran on the wide open spaces of the UP system, such as the Wyoming Division. Operational in both DCC or analog modes (without modifying the locomotive or changing any jumpers), the QSI® Quantum Sound® system in each DCC-equipped Lionel HO Veranda accurately captures the unique turbine sound as well as many other realistic effects. Dual five-pole can motors with momentum flywheels and constant speed control ensure smooth operation from the new Lionel HO model of this high horsepower classic. And for experienced HO railroaders, configuration variables can be adjusted with a voice prompted system that can be used with any HO power pack.

Eventually, the Veranda turbines were outfitted with 24,000 gallon fuel tenders constructed from the trucks and tanks of a previous UP giant, the 4-12-2 three cylinder steamer. This unique tender as well as the locomotive body of the new Lionel HO model are constructed of die-cast metal and built to exacting National Model Railroad Association standards. Each unit includes many separately applied detail parts and is accurately painted to reflect the Veranda during the last half of its career, with silver trucks and UNION PACIFIC emblazoned across its nose.

Despite impressive performance records, the turbine era on the Union Pacific was brief with the last Veranda retired in 1964, and the last GTEL in 1970. After two decades it became clear that the GTEL would not replace the diesel-electric. Once a cheap by-product, Bunker C fuel oil became as expensive as regular diesel fuel by the mid-1960s. Although initial maintenance costs were low, after several years of service expensive parts like nozzles and turbine blades began to wear out largely due to the corrosive effect of the heavy fuel oil. The turbines proved to be fast, heavy freighters, but their fuel consumption at low speeds was enormous, compared to diesels, making them inefficient for light loads or slow speeds. Although its career was short, the Union Pacific Veranda turbine remains a testament to a truly unique period of American railroading.

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