Jump to content

Dieselisation

From Wikipedia, the free encyclopedia

This is an old revision of this page, as edited by 198.151.35.6 (talk) at 17:56, 2 January 2009 (→‎North America). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

Modern Diesel Multiple Unit next to a steam locomotive at Carmarthen railway station in 2007

Dieselisation or Dieselization is a term generally used for the increasingly common use of diesel fuel in vehicles, as opposed to gasoline or steam engines.

Rail transport

In rail transport, dieselisation refers to the replacement of the steam locomotive or electric locomotive with the diesel-electric locomotive (often referred to as a "diesel locomotive"), a process which began in the 1930s and is now substantially complete worldwide.

The replacement of either steam or diesel haulage with electric locomotives is known as electrification. Whereas replacing steam traction is generally perceived as desirable, there is some dispute as to whether it is best replaced by dieselisation or electrification. Electrification usually has a higher initial capital cost but it will produce cash savings over dieselisation in some circumstances (eg, most intensive urban networks) but not others (eg, very long-distance networks with low frequencies). However, many railway commentators are increasingly suggesting the ability of railways to operate with electricity not produced from fossil fuels may offer a decisive advantage over diesel power. In a few countries, such as Switzerland and Japan, electrification ended the use of steam power.

History of dieselisation in rail transport

Dieselisation took place largely because of the reduction in operating costs it allowed. Steam locomotives require large pools of labour to clean, load, maintain and run. They also require extensive service, coaling and watering facilities. Diesel locomotives require significantly less time and labour to operate and maintain.

Impact of World War II

After World War II, inflation dramatically increased labour costs in the Western World made steam an increasingly costly form of motive power. At the same time, the war had forced improvements in internal combustion engine technology that made diesel locomotives cheaper and more powerful. The post-war world also re-aligned the business and financial markets, as did world geo-politics as in the Cold War (1947-1953).

North America

In North America, railroads looked to cut costs in the face of stiff competition from trucks, planes and automobiles. Railroads in America at this time also had an image problem, viewed as archaic, a fact that was re-enforced in the war when retired equipment was pressed into service. This left a lasting impression on millions of servicemen who were delayed for days in often obsolete, uncomfortable cars in obscure locations.

Locomotive size also became an issue, as steam engines became so big in the 1940s that the cylinder and boiler dimensions were pushing the limits that the loading gauge would allow. Fireboxes became so big that firing a steam locomotive became an extremely difficult job without the aid of mechanical stokers.

Unlike steam locomotives, diesel locomotives are scalable, with the added benefit of multiple unit (MU) operation (additional locomotives coupled together under the control of a single crew). Use of MU allows longer trains, exploiting economies of scale. Diesels can also operate for greater periods of time before needing servicing, so small division points were closed.

Diesels slowly gained the advantage. Weighing against the cost of, and inertia against, replacing the large investment that railroads had in existing steam power was the dramatic increase in efficiency of the diesel: The diesel locomotive can be operated by a single person, with no need of a fireman to shovel coal. Also, diesels use much less fuel and no manpower when idling, something locomotives often do. Diesels can be parked running for days unattended, whereas steam engines must be constantly tended to if not completely shut down. Bringing a steam engine boiler up to operating temperature is ofen regarded as both an art and science, requiring much training and experience. A diesel starts and shuts down just like an automobile. Diesels pro-rate their fuel usage to the length of trains, which a steam engine cannot do. Due to the modern advantages of diesel locomotives, most major Class I railroads in North America had retired all of their steam locomotives by the mid 1950s.

Also, major cities and their railyards became unhappy neighbors in post-war America. People were no longer content with put up with the mammoth amounts of soot and smoke that coal burning steam engines produced. Early diesels, while dirty by today's standards, were a gigantic improvement in air pollution over steam.

Steam engines lasted well into the late 1950's on major American railroads, and in isolated cases into the middle 1960's on small common carrier roads, primarily for yard duties such as switching. The last steam locomotive fleet in everyday use (i.e. not a restored fleet) was retired in the late 1970's. Now they are only found in historical and sightseeing roles, where the steam engine is once again the star of the show. Retired steam engines, many of which were quite new when made obsolete, often did find a second life in developing nations due to their cheap labor for maintenance and crewing, ready supplies of coal, and lack of concern for the environment.

Europe

The reputation of diesel benefited from memories of World War II, when military vehicles – especially tanks – using diesel were less prone to burst into flames when hit, than their petrol-engined counterparts.

In the United Kingdom the railway companies had been deploying diesel railcars and shunting locomotives for a while before the war, and the south east had an extensive electric network whose reach had grown throughout the century. Other less successful research went into more efficient and easily maintained steam locomotives. War efforts froze developments and progress restarted in 1947. Large scale change began in 1954 as post war financial squeezes ended.

The British Transport Commission produced the rail modernisation plan recognizing the high labour costs of steam and the need to modernise equipment, although catastrophically not the need to modernise working practices. The report made a large number of proposals including large scale dieselisation and updates to freight handling practice, the process being backed by considerable government funding. The last mainline steam traction on British Railways ended in 1968, although the British Rail owned Vale of Rheidol narrow gauge line remained steam hauled. Steam power has since been reintroduced on a few timetabled services, but this is targeted at the tourist market, not efficiency.

Latin America and Asia

Latin American countries employed their steam locomotives until the late 1960s and 1970s. Some nations, those with less oil reserves, such as India, China and South Africa used steam until the 1980s and 1990s. Russia or the Soviet Union electrified, and steam passenger service ended in 1970, while freight haulage continued into the early 1990s. Asian nations used steam until the 1970s when those nations modernised.

Timeline by nation

Canada

China

  • China Rail - last mainline steam built in 1988; last mainline steam operated in 2002. The Wuhai-Jilantai branch ran steam into 2003.
  • JiTong Railway (provincial) - First diesel in 2000; dieselisation completed in 2005. Usually claimed as last mainline steam in the world, though Zimbabwe ran steam later.
  • Industrial - Some steam still in use.
  • Tiefa Coal Group/Tiefa Mining Company - Last new steam has builder's plate dated 1999, but supposedly completed 2000. Last new commercial steam in the world. Steam still in use.

Germany

  • Deutsche Bundesbahn (German Federal Railways) - large-scale steam production ended 1955, but two more built 1957; dieselization completed in 1977.
  • Deutsche Reichsbahn (East German State Railways) - passenger steam use ended 1977, but briefly reinstated in 1981 due to oil shortage. Freight steam use continued to 1994.

India

  • Indian Railways

Broad (5 foot 6 inch) gauge - last new passenger steam 1967, last new steam 1970, last steam operation 1997 (unofficial).

Metre gauge - last new passenger steam 1970, last new steam 1972, last steam operation 2000 on Western Railway.

Mexico

  • Ferrocarriles Nacionales de México (National Railways of Mexico) - last new steam 1946, last standard-gauge steam 1968, last 3' gauge steam 1973.
  • Mexicano del Pacifico (Mexican Pacific) - Industrial shortline. All-steam at least to 1991, return to steam 1994.

New Zealand

  • New Zealand Railways Department - First diesel in 1936; first mainline diesel 1954; last new steam 1956; last North Island steam operation 1967; last South Island steam operation 1971.

United Kingdom

  • British Rail - last new steam in 1960; dieselisation completed in 1968.
  • National Coal Board - dieselisation completed in 1982. Last industrial operator in UK to use steam.

United States

Road transport

Europe

In terms of road transport, diesel gained popularity first with commercial hauliers, throughout the later 20th century, and then with passenger car users, particularly from the 1970s onwards, once diesel engines became more refined and also more readily available in passenger cars. Diesel had by this point long been a popular choice for taxi operators and agricultural users.

In Europe as a whole, Peugeot and Mercedes-Benz in particular developed reputations for high-quality passenger-car diesel engines, whilst VM Motori developed some significant motors for four-wheel drive vehicles.

See also

Alternative fuels

Energy policy and politics

Diesel fuel

Transportation

Spelling

References

Sources

Retrieved from "https://en.wikipedia.org/w/index.php?title=Dieselisation&oldid=261487652"