Mercedes Mullins
The use of diesel-fuelled trains in the US began in the 1930s, with the replacement of steam locomotives. The diesel engine was first used in a train in Sweden in 1913, and in 1917, GE began testing with a GM-50 prime mover, a V-8 diesel engine. However, diesel trains were not used regularly until 1939, when General Motors proved the efficacy of diesel with their FT freight design testing. During the 1940s, many lines tried to acquire as many diesel trains as possible, but World War II delayed the transition. After the war, the industry acquired large quantities of diesel units, and by the 1950s, diesel trains were being produced on a larger scale.
| Characteristics | Values |
|---|---|
| First diesel-powered engine | 1913, in Sweden |
| First diesel-powered engine in the US | 1917, by GE |
| First mass-produced diesel-powered engine | 1939, by General Motors |
| First diesel-electric locomotive in the US | 1935, by B&O |
| First diesel-electric locomotive to lead large freight trains | 1985 |
| Advantages over steam engines | Less maintenance, more fuel-efficient, higher horsepower output per train |
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What You'll Learn
- The first diesel-powered engine was used in Sweden in 1913
- GE began testing diesel engines in 1917
- Dieselisation refers to the replacement of steam locomotives with diesel locomotives
- Diesel locomotives are more efficient, require less maintenance, and can run longer distances
- Dieselisation began in the 1930s and is now substantially complete worldwide
The first diesel-powered engine was used in Sweden in 1913
Rudolf Diesel developed the first functional diesel engine in 1897, which was called the Motor 250/400. It featured a 25-horsepower, four-stroke, single vertical cylinder compression. This engine was an immediate success, bringing Diesel great wealth in royalties. However, the first diesel-powered locomotive was built in 1912 by Sulzer, Krupp, and the Prussian & Saxon State Railway. The first revenue-earning locomotive was built by ASEA for Sweden's Melersta Sodermanslan in 1913.
The introduction of diesel-powered locomotives in the United States came later. In 1937, the factory producing the new E series streamlined passenger locomotives, which were upgraded with more reliable purpose-built engines in 1938. The performance and reliability of the new 567 model engine in passenger locomotives impressed EMC, who then demonstrated diesel's viability in freight service.
Following the successful 1939 tour of EMC's FT demonstrator freight locomotive, the stage was set for the dieselization of American railroads. However, the US entry into World War II slowed this transition, as the War Production Board prioritized naval uses for diesel engine production. After the war, the industry acquired large quantities of diesel units, including early Alco road-switchers and models from manufacturers like Baldwin and Fairbanks-Morse.
The 1950s are often regarded as the pinnacle of classic locomotive designs, with streamlining still considered an important aesthetic appeal for both passenger and freight trains. During this time, General Motors/Electro-Motive successfully mass-produced diesel locomotives for mainline service, solidifying their role in the American railroad system.
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GE began testing diesel engines in 1917
In 1917, General Electric (GE) began testing an experimental model utilizing a GM-50 prime mover (a V-8 diesel engine designed by GE). This was not GE's first foray into locomotive innovation—the company had previously supplied the locomotive's generator and electric equipment for an early test-bed design in 1904-1905.
GE's 1917 prototype locomotive saw a brief career on the GE-owned East Erie Commercial Railroad for service testing. The following year, GE sold three diesel-electric locomotives commercially, but they were all underpowered and largely considered a failure. Despite this setback, GE's early experimentation laid the foundation for future advancements in diesel locomotive technology.
In the late 1930s, lightweight diesel engines suitable for road vehicles were introduced and soon found applications in bus coaches, heavy trucks, tractors, and construction equipment. During this period, companies like Peugeot, Mercedes-Benz, and VM Motori gained recognition for their passenger-car diesel engines.
In 1939, General Motors successfully demonstrated the diesel's viability during testing of its FT freight design, showcasing its efficiency, reliability, and superior performance compared to steam engines. This pivotal moment marked the beginning of the dieselization of American railroads.
Today, diesel locomotives remain a prominent mode of transportation, with models over half a century old still in operation. The diesel-powered cabs of GE and Progress Rail are now equipped with modern luxuries, such as air conditioning and electronic components.
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Dieselisation refers to the replacement of steam locomotives with diesel locomotives
Dieselisation refers to the replacement of railway steam locomotives with diesel locomotives. This generational shift occurred gradually from the 1930s to the 1970s, marking a significant transition in transportation technology. The process of dieselisation involved either replacing internal combustion engines powered by petrol (gasoline) with diesel engines or adopting entirely new diesel-powered vehicles.
In the United States, the dieselisation process gained momentum after 1939, when the EMC's FT demonstrator freight locomotive showcased the potential of diesel technology in freight service. This led to the introduction of diesel locomotives by companies like ALCO-GE and EMD in 1941. However, the US entry into World War II slowed the conversion process, and the War Production Board prioritised naval uses for diesel engines.
Steam locomotives, while powerful, had their limitations. They required intensive maintenance, lubrication, and cleaning before, during, and after use. Preparing a steam locomotive for operation was time-consuming and technically demanding. In contrast, diesel locomotives offered increased flexibility and efficiency. They had lower operating and support costs, higher availability between maintenance stops, and more straightforward fueling requirements.
Despite the higher initial cost of diesel locomotives, their overall efficiency and reduced manpower needs made them a more attractive option. Diesel engines could be left idling without constant attention, while steam engines required complex procedures to maintain their boilers at operating temperatures. The advantages of dieselisation led to the eventual phase-out of steam locomotives in the US and other parts of the world.
The dieselisation process varied in different countries. For example, in China, diesel-hydraulic and diesel-electric locomotives were produced experimentally since 1958, but large-scale dieselisation began in 1985 with the standardised DF4 model locomotive. Similarly, the London Underground continued using steam locomotives until 1971, considering them more cost-effective than diesel shunters.
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Diesel locomotives are more efficient, require less maintenance, and can run longer distances
The replacement of steam locomotives with diesel locomotives in the US took place between the 1930s and 1970s. During this generational shift, diesel locomotives proved to be more efficient, required less maintenance, and could run longer distances.
Diesel engines have a fuel efficiency that is 20% greater than gas engines, resulting in a 20% increase in fuel economy and lower operating costs. This higher efficiency is due to diesel engines operating on higher compression ratios. Additionally, diesel engines last longer as they run at a slower RPM rate than gas engines. The slower RPM rate also eliminates the need for a large and complex gearbox, reducing potential mechanical failure points.
Diesel locomotives can be easily maintained, with power assemblies designed to be replaced while the main block remains in the locomotive. This reduces the time the locomotive is out of service for maintenance. In contrast, steam locomotives require intensive maintenance, lubrication, and cleaning before, during, and after use. The preparation and firing of a steam locomotive can take many hours, and a lengthy disposal operation is required after use.
Diesel locomotives can be left idling for days without attention, while steam locomotives must be constantly tended to if not completely shut down. This makes diesel locomotives ideal for long-distance travel, as they can run for extended periods without the need for frequent maintenance stops.
While diesel locomotives currently dominate the US rail system, there is a growing trend towards electrification, with a few passenger railways, such as Amtrak's northeast corridor, having already made the switch. The electrification of railways is expected to reduce dependence on fossil fuels, increase efficiency, and decrease noise and air pollution.
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Dieselisation began in the 1930s and is now substantially complete worldwide
The process of dieselisation, or the replacement of steam locomotives with diesel-powered engines, began in the 1930s and is now substantially complete worldwide. This transition took place over several decades, with diesel engines offering significant advantages in terms of efficiency, flexibility, and operating costs compared to their steam-powered predecessors.
In the United States, the first diesel-powered railcar was the McKeen Car, which was conceptualized by William McKeen of Union Pacific in 1904. However, the widespread adoption of diesel locomotives in the US began in the late 1930s with the introduction of lightweight diesel engines suitable for road vehicles. Companies like Peugeot and Mercedes-Benz developed a reputation for passenger-car diesel engines during this time. The performance and reliability of the new 567 model engine in passenger locomotives further demonstrated the viability of diesel for freight service.
During the 1940s, many American rail lines sought to acquire diesel locomotives, but the onset of World War II delayed the transition due to War Production Board restrictions. After the war, the industry acquired large quantities of F units, early Alco road-switchers, and models from manufacturers like Baldwin and Fairbanks-Morse. Despite the advantages of diesel engines, it took nearly fifty years for them to match the horsepower output of steam locomotives during their technological peak.
The dieselisation process in the US was also influenced by companies like General Electric (GE), which began testing an experimental model with a GM-50 prime mover (a V-8 diesel engine) in 1917. While the initial production of these 225-horsepower machines was considered a failure, GE continued to refine its designs. By the 1950s, streamlining was still considered an important aesthetic appeal for both passenger and freight trains, and companies like General Motors/Electro-Motive successfully mass-produced diesel locomotives for mainline service.
Today, diesel-electric locomotives are commonly used, combining diesel and electric components. These trains are powered by an electric generator that moves the wheels and propels the train, offering increased efficiency and reduced fueling compared to steam locomotives. Dieselisation has substantially transformed the railway industry worldwide, with diesel engines now being the standard for powering trains.
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Frequently asked questions
The replacement of steam locomotives with diesel locomotives began in the US in the 1930s.
The first diesel-powered train in the US was the Electro-Motive Corporation's Model SW1.
Diesel trains became popular in the US during the 1940s, after World War II.
Diesel trains were more efficient, required less maintenance, and could run longer distances than steam trains.
