The driving force for US dieselization was three-fold:
Maintenance costs (less than running costs) due to both the higher overall maintenance requirements (in time and labor) and lack of standardization. The prime mover in a given builder's machines was the same (except for number of cylinders) for the smallest switcher to the largest over the road units.
Size: Railroad loadings are circumstribed by dimensions of tunnels, track gage, bridges, etc (called loading gage). At the time steam engines were approaching the limits of loading gage and putting more horsepower on one frame was getting prohibitative. Diesels are small, add them as you need them and they work as one locomotive engines.
Availability: Post war new steam ran about 80% available with proper maintenace while diesels ran over 90%.
Based on those I'm not sure how competitive steam could be despite the success of the ACE demonstrator.
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- Maintenance costs (less than running costs) due to both the higher overall maintenance requirements (in time and labor) and lack of standardization. The prime mover in a given builder's machines was the same (except for number of cylinders) for the smallest switcher to the largest over the road units.
- Size: Railroad loadings are circumstribed by dimensions of tunnels, track gage, bridges, etc (called loading gage). At the time steam engines were approaching the limits of loading gage and putting more horsepower on one frame was getting prohibitative. Diesels are small, add them as you need them and they work as one locomotive engines.
- Availability: Post war new steam ran about 80% available with proper maintenace while diesels ran over 90%.
Based on those I'm not sure how competitive steam could be despite the success of the ACE demonstrator.