Trystan Casey
The 1950s were a challenging period for the railroad industry, which faced declining passenger numbers, a recession, and the development of the interstate highway system. Despite these challenges, railroads continued to innovate and invest in new equipment, including diesel and electric locomotives. Electric trains had been introduced in the late 19th and early 20th centuries to address the issue of smoke from steam locomotives in tunnels and urban areas. By the 1950s, electric trains had found a niche in hauling passengers in the Northeast. While I could not find specific speed information for electric trains in 1956, we do know that in 1956, General Motors Electro-Motive Division introduced the EMD FL9, and the first dieselization of railroads was taking place, with ten Class 1 railroads dieselizing before 1950.
| Characteristics | Values |
|---|---|
| Electric trains in 1956 | General Motors Electro-Motive Division introduced the EMD FL9; Electro-Motive Division's 1,750-hp, B-B road switcher; Trailer Train Corporation begins operations; The Manila Railroad Company commences the dieselization of its entire fleet; The last steam locomotive built for Soviet Railways |
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What You'll Learn
General Motors 'Aerotrain'
In 1956, electric trains were becoming less popular in the United States, with automobiles and airliners taking over as the primary modes of transportation. However, General Motors (GM) introduced the Aerotrain in an attempt to bring passengers back to the railroads. The Aerotrain was a streamlined trainset designed by GM's Styling Section and unveiled in 1955. It made its initial test run on January 5, 1956, from Chicago to Detroit.
The Aerotrain was designed to be lightweight, economical, and stylish, with a maximum speed of 100 mph. The coaches were based on GM's bus designs, with widened bodies to accommodate rail width. Each coach had two axles and an air suspension system, and the locomotives resembled the company's contemporary automobile designs. The power car even featured a cab that mimicked an aircraft's cockpit.
However, despite its innovative design, the Aerotrain failed to capture the public's imagination. The air suspension system, intended to provide a smooth ride, actually made the ride rough and uncomfortable. Additionally, the design of the locomotive section made routine maintenance difficult, and it was underpowered. After testing on three railroads, the Pennsylvania, New York Central, and Union Pacific, the two Aerotrain sets were sold to the Rock Island Railroad in 1958 and used in commuter service until 1966.
The decline in passenger train revenues in the 1950s was not unique to GM's Aerotrain. The Federal-Aid Highway Act of 1956, also known as the National Interstate and Defense Highways Act, sealed the fate of trains as the primary means of interstate travel. The act provided funding for a network of four-lane highways connecting all states, offering the public freedom to travel between cities faster than by train. As a result, passenger train ridership declined, and railroads struggled to stay profitable, with many turning to mergers and cost-cutting measures to stay afloat.
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The decline of steam
One significant factor was the improved highway systems that emerged during this time. In the United States, the Federal-Aid Highway Act, also known as the National Interstate and Defense Highways Act, was signed into law in 1956. This act funded a network of four-lane highways connecting all states in the continental US, offering the public a faster and more flexible mode of travel between cities. As a result, railroads saw a sharp decline in passenger traffic, dropping from nearly 100% before the automobile's debut to just 31.4% by 1957.
The introduction of more efficient and powerful diesel and electric locomotives also played a crucial role in the decline of steam. The Electro-Motive Division's GP9, with its higher horsepower and improved switcher design, became the most popular locomotive through 1959. Additionally, diesel power reduced maintenance costs and increased locomotive availability compared to steam engines. The Norfolk & Western built the last new steam locomotives for service in the United States, which were highly modernised but marked the end of an era.
Internationally, the retirement of steam locomotives varied by region. In the European part of the USSR, steam locomotives were mostly replaced by diesel and electric alternatives in the 1960s, while in Finland and the Netherlands, the transition away from steam began in the 1950s. In the UK, the last steam locomotive built for mainline British Railways was completed in 1960, and steam-hauled service trains continued until 1968, with industrial use extending into the 1980s.
Today, the use of steam locomotives in mainline service has largely ended, but preserved steam trains and heritage railway lines keep the legacy alive. Railfans still seek out "live steam" experiences, and new steam locomotives are even being built, demonstrating a continued fascination with this iconic mode of rail transport.
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The rise of diesel
In the mid-20th century, the world of rail transportation was undergoing significant changes and advancements. While electric trains had already been in use for several decades, their speeds had generally remained modest. In 1956, electric trains typically reached maximum speeds ranging from 60 to 80 miles per hour (96 to 128 km/h). These speeds were comparable to, or slightly higher than, those of steam locomotives, which were still in operation during that era. However, a new contender was emerging that would soon challenge the dominance of both steam and electric power: diesel locomotives.
The development of the diesel-electric locomotive was a significant milestone. These locomotives used diesel engines to generate electrical power, which then drove traction motors connected to the wheels. This design offered improved performance, higher speeds, and greater reliability compared to pure mechanical diesel locomotives. The diesel-electric design also allowed for easier control of the train's speed and power, making it safer and more efficient to operate.
During the 1950s, diesel locomotives began to set new standards for speed and performance. While specific speed records are not readily available for 1956, it is worth noting that in the following years, diesel locomotives achieved impressive speeds. For example, in 1959, a General Motors EMD GP20-1 diesel locomotive set a world speed record for diesel engines, reaching 183.65 km/h (114.11 mph) in Texas. This record broke the previous mark set by a French diesel locomotive in 1954, demonstrating the rapid advancements in diesel technology during this period.
As diesel technology improved, it began to replace steam and, to some extent, electric traction as well. Diesel locomotives offered greater flexibility and lower operating costs. They were also easier to maintain and required smaller crews, making them more economical for railway operators. The transition from steam to diesel was a significant development, often referred to as "dieselization," and it revolutionized rail transportation, particularly in North America.
By the late 1950s, diesel locomotives had firmly established their place in the railway industry. Their superior performance, efficiency, and flexibility drove their widespread adoption. While electric trains continued to evolve and improve, diesel technology played a crucial role in shaping the future of rail transportation, particularly for long-distance and freight services. The rise of diesel marked a significant shift in the way railways operated and laid the foundation for the modern rail networks we know today.
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Electric traction
By the 1950s, several railroads had invested heavily in new passenger equipment and advertising, transitioning from steam to diesel and electric locomotives. However, the decade proved challenging for the rail industry due to declining passenger numbers, a recession, and improved highways. The Federal-Aid Highway Act of 1956, also known as the National Interstate and Defense Highways Act, sealed the fate of trains as the primary mode of interstate travel.
Despite these challenges, electric traction continued to develop and find applications in specific regions. By 1956, electric trains had found a niche in hauling passengers in the Northeast of the US. Electric locomotives were also being used in Europe, where electrification was more widespread. The Japanese Shinkansen and the French TGV were pioneering very high-speed services in the 1980s, with dedicated high-speed lines built from scratch.
The speed of electric trains in 1956 is not readily available, but it is known that the Electro-Motive Division introduced the EMD FL9 in 1956, a 1,750-hp, B-B road switcher. The focus during this period seemed to be more on increasing horsepower rather than top speeds, with Fairbanks Morse introducing a 2,400-hp unit, followed by Alco's 2,400-hp RSD-15 in the same year.
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The future of electric trains
In 1956, the General Motors Electro-Motive Division introduced the EMD FL9, a high-horsepower C-C. This was a significant development in the history of rail transport, as it offered improved power and performance for trains.
Electric trains have come a long way since the 1950s, and the technology continues to evolve rapidly. The future of electric trains holds great potential for more efficient, faster, and environmentally friendly transportation.
One of the key focuses of the electric train's future is the transition to zero-emission locomotives. Battery-powered and hydrogen fuel cell-powered trains are being explored as viable options to reduce the carbon footprint of the rail industry. For example, Wabtec, a company specializing in rail technology, has developed a system that can improve fuel efficiency by 30%, bringing the industry closer to zero-emission goals.
In addition to reducing emissions, electric trains offer other advantages over diesel-powered trains. Electric trains are more energy-efficient, transferring about 95% of the energy generated to the wheels, compared to 30-35% for diesel trains. They are also more cost-effective, with lower fuel and maintenance costs.
However, the upfront cost of transitioning to electric locomotives can be a barrier. The high price of battery-powered locomotives compared to traditional diesel engines is a challenge that the industry must navigate. Additionally, the surplus of diesel locomotives and the uncertainty of battery-operated system costs further complicate the transition.
Despite these challenges, there is a growing political and public push to move away from diesel propulsion. With advancements in technology and increasing pressure to reduce pollution and greenhouse gas emissions, the future of electric trains looks promising. We can expect to see continued development in battery and hydrogen fuel cell technology, as well as improvements in acceleration and trip times, making electric trains a more attractive option for environmentally conscious riders.
In conclusion, the future of electric trains holds the promise of a cleaner, more efficient, and faster mode of transportation. While there are obstacles to overcome, the benefits of electric trains are difficult to ignore, and we can anticipate further electrification of railroads in the coming years.
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