Why aren t American trains electric?

The short answer is that railroad electrification costs much more then dieselization, and in most cases it would not allow significant improvement of operations. Consider the costs involved: You already need to maintain a set of tracks and diesel locomotives.



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The US railway system is partially electrified, but a large portion of it still relies on diesel locomotives. There are several reasons for this, including the cost of electrification, the availability of other sources of energy (such as diesel fuel), and the lack of a unified national rail system in the US.

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Even a less affluent country like Egypt announced plans for a 1,242-mile electrified national high-speed rail network in 2022. The United States, on the other hand, boasts only 806 miles of electrified rail lines — all of it confined to the Northeast Corridor and Pennsylvania's Keystone Corridor.

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In addition, the tracks, signals, rail cars and software made in the U.S. are costlier than imports, largely because the government has not funded rail the way European and Asian countries have, experts say.

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In fact, the percentage of electrified rail is not even 1%, but the only source I had indicated that it was under 1%, so I rounded up. Meanwhile, India is at 83% rail electrification, and is ahead of schedule to achieve almost 100% grid-tied electrification.

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Now, battery power is coming to trains, in place of the diesel-fueled generators that have powered locomotives for more than a century. Last week, Union Pacific Railroad agreed to buy 20 battery electric freight locomotives from Wabtec and Progress Rail.

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As a result, electrified rail is currently used on less than 1 percent of U.S. railroad tracks while electricity supplies more than one-third of the energy that powers trains globally.

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As of 2021, Germany had a railway network of 33,399 kilometres (20,753 mi), of which 20,540 kilometres (12,760 mi) were electrified and 18,556 kilometres (11,530 mi) were double track. Germany is a member of the International Union of Railways (UIC).

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Electric trains alleviate the need to use land for roads and highways and improve air quality by reducing fossil fuel combustion.

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Unlike countries like United States, where mainline freight rail electrification is nonexistent, a large percentage of European freight trains are electrified.

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Since the 1930's Freight trains have relied almost exclusively on diesel power due to its combination of power, performance, fuel efficiency, reliability, and durability.

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Levels of autonomous trains While full driverless autonomy is certainly technically possible, and is applied on various routes worldwide, it still accounts for only a tiny percentage of trains running today. New trains are still being designed and built with fully equipped driver cabins.

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Are trains becoming obsolete? No. Trains continue to be the cheapest form of long distance land transportation for freight there is. Ships and barges can carry more cargo for less, but they cannot transit the large land masses and certainly not as fast.

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Diesel locomotives have less power compared to electric locomotives for the same weight and dimensions.

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Disadvantages of electric traction include: high capital costs that may be uneconomic on lightly trafficked routes, a relative lack of flexibility (since electric trains need third rails or overhead wires), and a vulnerability to power interruptions.

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Unfettered expansion into undeveloped land occurs at the expense of investments in existing spaces and infrastructures. This leaves people with longer and longer distances to travel and makes public transit connections even more difficult to build.

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Ultimately, it comes down to what you're looking for in a railway system. American railways are significantly more efficient and cost-effective at moving freight cargo for businesses, whereas European railways offer a much smoother and more scenic experience for their rail passengers.

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