. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . as much as 30 per cent. Electric loco-motives must therefore be designed very closely and tosome extent limited to the particular service for whichthey are intended. This is not the case with Diesel-electric locomotives. This inherent flexibility of the lattertype is a valuable asset in railroad operation, where inpractice tonnage ratings are determined not merelv bvconsiderations of ruling grade but by schedule require-ments as well. The shaded area between curves A and B 205 206 RAILWAY AND
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . as much as 30 per cent. Electric loco-motives must therefore be designed very closely and tosome extent limited to the particular service for whichthey are intended. This is not the case with Diesel-electric locomotives. This inherent flexibility of the lattertype is a valuable asset in railroad operation, where inpractice tonnage ratings are determined not merelv bvconsiderations of ruling grade but by schedule require-ments as well. The shaded area between curves A and B 205 206 RAILWAY AND LOCOMOTIVE ENGINEERING July, 1927 can, in the case of the Diesel-electric locomotive, be en-tirely filled in by reason of the flexibility of the voltagecontrol which is possible. Summarizing this portion of the paper, it may thereforebe said that the Diesel-electric locomotive possesses most In considering Diesel-engine types the first choice hasto be made between: a 2-cycle types versus 4-cycle typesb Air-injection versus solid-injection chief advantage of the 4-cvcle types over the 2-. |<- - tjLgPseraJLU&M. rr\df ■■RADIATORS DIESEL ENGINES-
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
