When did trains switch from coal to diesel?

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



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The diesel engine drives an alternator, which produces electricity to run electric motors mounted on the locomotive's axles. The internal combustion engine was a dramatic improvement in efficiency over the steam locomotive, making substantial savings possible in maintenance and the elimination of widespread facilities.

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A train engine requires about a hundred litres of fuel to get it started. So it wouldn't be economical if the engine is stopped and started frequently. This apart, if the engine is stopped, the moving parts' lubrication will also come to a halt.

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Beginning in the early 1900s, steam locomotives were gradually superseded by electric and diesel locomotives, with railways fully converting to electric and diesel power beginning in the late 1930s.

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No modern train uses a diesel engine to power their wheels directly. They're used as generators to power electric motors. So the only difference boils down to where the electricity comes from. And even in the most train-friendly countries like France and Japan, huge sections of the network are not electrified.

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Despite the advent of electric and diesel locomotives in the mid-20th century, steam locomotives continued to be used and constructed into the 21st century. The regular use of steam locomotives in non-tourist revenue service concluded in 2022.

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The life expectancy of diesel-electric and electric locomotives is expected to be similar—about 25 years. Both types of motive power are subject to technological obsolescence.

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The decision not to procure new diesel trains had already been made in 2020. As soon as trains have reached the end of their economic life, they are now to be replaced with battery trains. Trains that are theoretically still operational are to be used on non-electrified lines during the transition.

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Hydrogen-powered fuel cells, combined with batteries to store electricity, would be a zero-emissions solution to replace the diesel-electric locomotive, Moslener says.

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Some locomotives collect electricity from overhead cables, while others take power from a third “live” rail on the track. It is very expensive to build the lines or rails that carry the electric current, but electric locomotives are cleaner, quieter, faster, and more reliable than steam or diesel engines.

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