Wiktor Wise
The diesel-electric locomotive was invented in the early 20th century, with the first functional diesel-electric railcars produced for the Königlich-Sächsische Staatseisenbahnen (Royal Saxon State Railways) in 1914. Rudolf Diesel patented his first compression-ignition engine in 1898, and over the following decades, improvements in design reduced the physical size of diesel engines and improved their power-to-weight ratios, making them suitable for locomotive use. In 1917, General Electric (GE) began testing with a GM-50 prime mover, a V-8 diesel engine, and Fiat claims to have built the first Italian diesel-electric locomotive in 1922. The first commercially successful diesel-electric locomotive was created in 1925 by General Electric in partnership with Ingersoll-Rand and the American Locomotive Company (ALCO).
| Characteristics | Values |
|---|---|
| Date of invention | The first diesel-electric locomotive was built in 1912 by GE. However, some sources claim that the first functional diesel-electric railcars were produced in 1914 for the Königlich-Sächsische Staatseisenbahnen (Royal Saxon State Railways). In 1917, GE combined diesel with electricity, making it suitable for locomotives. |
| Inventor | Rudolf Diesel, Adolf Klose, and Gebrüder Sulzer founded Diesel-Sulzer-Klose GmbH in 1906 for the manufacture of diesel-powered locomotives. GE built its first electric locomotive prototype in 1895. |
| Development | Diesel engines first appeared in the late 19th century, and Rudolf Diesel patented his first compression-ignition engine in 1898. It took around 50 years for the diesel engine to produce as much power as the steam engine. In the 1920s, diesel locomotives were introduced in the United States and began to replace steam locomotives. By the end of the 1950s, the steam era was over, and diesel engines ruled the rails. |
| Improvements | Diesel engines are more efficient than gasoline engines, require less maintenance, and can run longer distances before refuelling. They also eliminate the need for mechanical transmissions. |
| Recent Developments | Companies like GE and Progress Rail have added luxuries to their diesel-powered locomotive cabs, including air conditioning and electronic components. |
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What You'll Learn
The first diesel-electric locomotive
Rudolf Diesel patented his first compression-ignition engine in 1898, and over time, improvements to the design of diesel engines reduced their physical size and improved their power-to-weight ratios, making them suitable for locomotives.
In 1914, the world's first functional diesel-electric railcars were produced for the Königlich-Sächsische Staatseisenbahnen (Royal Saxon State Railways) in Germany. These were produced by Waggonfabrik Rastatt, with electric equipment from Brown, Boveri & Cie, and diesel engines from Swiss Sulzer AG.
In 1917, General Electric combined diesel engines with electricity, making the technology suitable for locomotives. In 1924, the Soviet railways introduced two diesel-electric locomotives: the engine Ээл2 (Eel2, originally numbered Юэ 001/Yu-e 001), and the engine Щэл1 (Shch-el 1, originally numbered Юэ2/Yu-e 2).
In 1925, General Electric, in partnership with Ingersoll-Rand and the American Locomotive Company (ALCO), created the first commercially successful diesel-electric locomotive, identified as the No. 1000. This was purchased by the Central Railroad of New Jersey (CNJ).
In 1926, Fiat introduced several Fiat-TIBB Bo'Bo' diesel-locomotives for service on the Ferrovie Calabro Lucane and the Società per le Strade Ferrate del Mediterrano in southern Italy. These locomotives had a six-cylinder two-stroke motor that produced 440 horsepower (330 kW) at 500 rpm, driving four DC motors, one for each axle.
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Early 20th-century development
The early 20th century saw the development of diesel-electric locomotives, which were more efficient than steam locomotives. In 1906, Rudolf Diesel, Adolf Klose, and the steam and diesel engine manufacturer Gebrüder Sulzer founded Diesel-Sulzer-Klose GmbH for the manufacture of diesel-powered locomotives. In 1909, the company received an order from the Prussian State Railways for a diesel-mechanical locomotive, which was delivered in Berlin in September 1912. However, with the outbreak of World War I in 1914, further trials were halted.
Around the same time, General Electric (GE) entered the market, as Thomas Edison possessed an outstanding patent on the electric locomotive. GE built its first electric locomotive prototype in 1895 but later turned its attention to diesel power due to the high cost of electrification. In 1913, the first diesel-powered engine was used in Sweden. GE began testing with a GM-50 prime mover, a V-8 diesel engine, in 1917. However, combining the diesel engine with an electric motor proved challenging.
In 1914, a significant breakthrough was achieved by Hermann Lemp, a GE electrical engineer, who developed and patented a reliable direct current electrical control system. Lemp's design used a single lever to coordinate the control of the engine and generator, becoming the prototype for all diesel-electric locomotive control systems. In 1922, Fiat claimed to have built the first Italian diesel-electric locomotive, although limited details are available. In the 1920s, some petrol-electric railcars were produced in Japan, and the first diesel-electric railcars entered service in the country in the 1930s.
In the United States, diesel-electric locomotives were introduced in the 1920s, but their use was initially limited to switch engines and passenger train locomotives. By 1925, a small number of 600 hp (450 kW) diesel locomotives were in service. General Electric, in collaboration with Ingersoll-Rand and the American Locomotive Company (ALCO), created the first commercially successful diesel-electric locomotive, known as the No. 1000, in 1925. It was purchased by the Central Railroad of New Jersey (CNJ).
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The diesel engine's advantages
The diesel-electric locomotive was first introduced in the early 20th century, with the first successful prototype developed by the American engineer Charles Kettering in 1914. This innovation combined a diesel engine with an electric generator and traction motors, offering a range of advantages over steam and electric locomotives.
Diesel engines offered several benefits that made them a preferable choice for locomotive power.
One of the primary advantages of diesel engines is their higher thermal efficiency compared to steam engines. Diesel engines are more efficient at converting fuel energy into useful mechanical work, resulting in lower fuel costs and improved operational economy. This efficiency also reduces fuel consumption, making diesel locomotives more environmentally friendly with lower emissions.
Diesel engines are also known for their reliability and durability. They have a longer lifespan than steam engines and require less frequent maintenance and repairs. The absence of a steam boiler and associated components simplifies the locomotive's design, reducing the likelihood of breakdowns and making maintenance more straightforward and cost-effective.
Diesel-electric locomotives offer improved performance and operational flexibility. They can deliver high torque at low speeds, providing superior tractive effort for hauling heavy loads. The ability to control speed and power output precisely through the diesel engine's throttle and the electric generator's field control gives diesel-electric locomotives excellent responsiveness and acceleration. This flexibility allows them to adapt to various operating conditions, including hauling freight or passenger trains, climbing steep grades, or operating on varied terrain.
Another advantage of diesel-electric locomotives is their ability to operate in multiple units, where multiple locomotives are controlled by a single operator. This capability allows for more efficient use of resources, as additional locomotives can be added to a train to provide extra power when needed, such as when hauling heavy loads or climbing steep grades. Multiple unit operation also simplifies yard switching operations and reduces the need for additional personnel.
Finally, diesel-electric locomotives are generally safer to operate than steam locomotives. They do not rely on boiling water, eliminating the risk of boiler explosions or scalding injuries. The absence of a visible flame also reduces the fire hazard, and the enclosed engine design minimizes the release of harmful gases and fumes, creating a safer environment for locomotive operators and maintenance personnel.
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Transition from steam power
The transition from steam power to diesel-electric locomotives was a gradual process that occurred over several decades, with diesel engines first appearing in the late 19th century. However, it was not until General Electric combined diesel with electricity in 1917 that the technology became suitable for locomotives. Initially, diesel-electric locomotives were confined to switch engines and passenger train locomotives when they were introduced to American railroads in the 1920s.
The transition from steam to diesel was driven by several factors. Firstly, diesel engines offered improved efficiency and flexibility compared to steam locomotives. They had lower operating and support costs, and higher availability between inspection, repair, and maintenance stops. Secondly, in the 1920s, the government mandated railroad companies to eliminate air-polluting steamers from urban rail yards, accelerating the adoption of diesel-electric technology.
In 1925, General Electric, in partnership with Ingersoll-Rand and the American Locomotive Company (ALCO), created the first commercially successful diesel-electric locomotive, known as the No. 1000. This marked the beginning of the end for steam locomotives, which had dominated railroads for almost 70 years. However, the transition was gradual, and it wasn't until the 1940s that diesel locomotives began to replace steam engines in heavy-duty service.
During the postwar period, many countries used diesel locomotives as an interim solution during reconstruction and electrification. Electrification was favoured in Europe due to relatively short trackage between destinations and high traffic volumes. However, the installation and maintenance of electrified lines could be expensive, especially for long-distance routes or regions with low traffic density. Diesel locomotives offered a versatile alternative, as they could operate on tracks regardless of electrification.
By the late 1950s, the steam era was coming to an end, and increasingly powerful diesel locomotives had become the norm. The last steam locomotive for British Railways was built in 1960, and steam traction was withdrawn in 1968, with diesel traction replacing most lines. Similarly, in the United States, by the end of the 1970s, even railroads that had electric locomotives had largely switched to diesel power.
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Modern diesel-electric locomotives
The diesel locomotive was invented in the early 20th century, with the first functional diesel-electric railcars produced in 1914 for the Königlich-Sächsische Staatseisenbahnen (Royal Saxon State Railways). However, it was not until General Electric combined diesel with electricity in 1917 that the technology became suitable for locomotives. In 1925, the first commercially successful diesel-electric locomotive was created.
One key feature of modern diesel-electric locomotives is the use of traction inverters, which allow for the use of polyphase AC traction motors. This results in a more efficient and reliable drive that requires less maintenance and can better handle overload conditions. The power output of these locomotives is independent of road speed, as long as the generator's current and voltage limits are not exceeded.
The diesel engine in these locomotives drives an alternator, which produces electricity to run electric motors mounted on the axles. This combination of diesel and electric power results in improved efficiency over steam locomotives, with reduced maintenance requirements and lower operating costs.
Some modern diesel-electric locomotives also feature a secondary diesel engine and generator, known as the head-end power unit (HEP), which provides additional electrical power for the train's systems, such as air conditioning, lighting, and kitchen facilities. This secondary engine ensures that these systems can continue to function even if the main engine fails, improving reliability.
Computer technology also plays a significant role in modern diesel-electric locomotives, with computerized readouts providing engineers and mechanics with data to diagnose problems and improve performance.
One example of a modern diesel-electric locomotive is the Centennials, built for the Union Pacific Railroad. These were the largest diesel-electric locomotives ever built, with two engines on one frame, delivering 6,600 horsepower. They operated in fast freight service and were retired in 1984, with some units preserved for public display.
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Frequently asked questions
The first diesel-electric locomotive was invented in 1912 by Diesel-Sulzer-Klose GmbH, a company founded by Rudolf Diesel, Adolf Klose, and Gebrüder Sulzer.
Rudolf Diesel, Adolf Klose, and Gebrüder Sulzer founded the company that created the first diesel-electric locomotive.
The first diesel-electric locomotive was ordered by Prussian State Railways and delivered to Berlin in September 1912.
One of the first domestically developed diesel-electric vehicles was produced in China in 1958, called the Dongfeng DMU.
