Identifier: railwaylocomotiv39newy (find matches)
Title: Railway and locomotive engineering : a practical journal of railway motive power and rolling stock
Year: 1901 (1900s)
Authors:
Subjects: Railroads Locomotives
Publisher: New York : A. Sinclair Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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of the steam-locomotive horsepower. The following fig-ures would result: Capital cost, 0.50 X L3 X 300 =195; fuel cost, 1.3 X 30 ^ 39. Full electrification wouldreduce the horsepower 50 per cent, but the overhead workwould be greater, bringing the figures up to 0.50 X L2X 600 = 360 for capital cost and 1.2 X 37 = 44.4 forfuel. These figures with the use factor, less than usual,included, are tabulated below. Steam Diesel-electric Electric Capital cost 120 120 210 Fuel cost 120 39 44.4 The fuel saving, although small, coupled with the ab-sence of smoke and noise and the elimination of ashes,coaling and taking on water, would more than justify theincreased investment of the Diesel-electric installation. Conclusion Summing up. light freight and through passenger traf-fic can best be handled by the steam locomotive, withgasohne rail cars for local passenger service. Conditionsshould be carefully analyzed to determine the proper timefor supi^lementing steam locomotives by Diesel-electrics.
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Oil-Electric in Switching Service on the Central Railroad of New Jersey traffic, do not require fast schedules, and would notjustify the e.\(x.-nse of electrification. Passenger trafficcould probably best l)e handled by Diesel-electric rail carsand the freight by steam locomotives. Short Hranch-Line .Service traffic would ordinarily belight and no fast schedules required, and therefore suchlines would be unsuited for complete electrification. S))e-cial cases of heavy suburban traffic and connection with■lectrified main lines might justify electrification. How-• ver, for light passenger traffic the gasoline rail car is to«■ preferred, the Diesel-electric car for heavier traffic, and-team locomotives for freight haulage. (•licctrification is not suitable for switching service ow-nig to the small jKjwer ref;uirenient, low jxjwer factor, andi\))cnsive third-rail anfl overhead-work installation andmaintenance. Figurcs for steam would show a cai>ital cost of 120nnd a fuel cost o

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