| 词条 | Norfolk and Western Railway class LC-1 |
| 释义 |
| name = N&W LC-1 | image = Norfolk & Western Baldwin Westinghouse LC 1.jpg | alt = Electric locomotive with box cab pulls coal cars up grade | caption = N&W LC-1 {{Abbr|No.|Number}} 2501 on the Elkhorn grade in 1915 | powertype = Electric | builder = Baldwin-Westinghouse | ordernumber = | serialnumber = | buildmodel = | builddate = 1914–1915 | totalproduction = 12 | rebuilder = | rebuilddate = | numberrebuilt = | aarwheels = (1-B+B-1)+(1-B+B-1) | uicclass = | gauge = {{track gauge|ussg}} | trucks = | bogies = | wheeldiameter = {{convert|62|in}}{{sfnp|American Railroad Association|1922|p=917}} | trailingdiameter = {{convert|30|in}}{{sfnp|American Railroad Association|1922|p=917}} | minimumcurve = | wheelbase = {{convert|83|ft|10|in}}{{sfnp|American Railroad Association|1922|p=917}} | length = {{convert|105|ft|8|in}}{{sfnp|American Railroad Association|1922|p=917}} | width = {{convert|10|ft|9|in}}{{sfnp|American Railroad Association|1922|p=917}} | height = {{convert|14|ft|9|in}}{{sfnp|American Railroad Association|1922|p=917}} | frametype = | axleload = | weightondrivers = {{convert|220|ST}} | locoweight = {{convert|270|ST}} | sandcap = | powersupply = | electricsystem = 11 kV 25 Hz AC | collectionmethod = Pantograph | alternator = | generator = | tractionmotors = | headendpower = | transmission = | multipleworking = | maxspeed = {{convert|28|mph}} | poweroutput = {{convert|3200|hp}} | tractiveeffort = 133,000 lbs{{sfnp|American Railroad Association|1922|p=917}} | factorofadhesion = | trainheating = | locobrakes = | locobrakeforce = | trainbrakes = | safety = | operator = | operatorclass = | powerclass = | numinclass = | fleetnumbers = | officialname = | nicknames = | axleloadclass = | locale = | deliverydate = | firstrundate = | lastrundate = | retiredate = | withdrawndate = | preservedunits = | restoredate = | scrapdate = 1950 | currentowner = | disposition = All scrapped | notes = [1][2] }} The N&W LC-1 was a class of boxcab electric locomotives built by Baldwin-Westinghouse for the Norfolk and Western Railway. The locomotives were part of an electrification project undertaken by the N&W to improve traffic conditions on the Elkhorn grade in its Bluefield Division. Baldwin-Westinghouse delivered 12 twin-unit boxcabs in 1914–1915. N&W scrapped them in 1950 when it discontinued electric operations. Background{{see also|Elkhorn Grade Electrification}}In the early twentieth century the Bluefield Division of the Norfolk and Western Railway featured a forbidding two percent average grade. Multiple 2-6-6-2 Class Z1 "Mallet" articulated steam locomotives labored hauling {{convert|3000|ST|adj=on}} coal trains up and down the grade. Although most of the route was double track, it narrowed to a single track at the Elkhorn Tunnel, which was {{convert|3100|ft}} long and itself on a {{frac|2|1|2}}% grade.[3] Steam-powered trains were limited to {{convert|6|mph}} in the tunnel, and delays were common.[1] Design{{Stack|}}The LC-1 were of the boxcab type and operated in a semi-permanent twin-unit configuration. The combined locomotive weighed {{convert|270-300|ST}} and was {{convert|105|ft|8|in}} long, making it both the largest and heaviest electric locomotive in the United States at the time of its introduction.[1] The LC-1 collected power from overhead lines via pantograph; an on-board transformer stepped the overhead single-phase 11 kV AC down to 750 V. This in turn powered a rotary phase converter, which converted the single phase current to three phase 750 V. The use of three-phase aboard the LC-1 was recommended by Gibbs & Hill, a New York firm who consulted with N&W on the electrification project. According to William D. Middleton, Gibbs & Hill believed that the "ruggedness and simplicity, high output, uniform torque, and adaptability" of three-phase made it a superior choice to single-phase AC or DC for the mountainous Elkhorn area.[4] HistoryThe effect of the electric operation was immediate and measurable. In June 1914 the electrified district handled 272 trains averaging {{convert|2896|ST}} of coal. Each train required three Class Z1 locomotives. In June 1915, with electric operation only partially implemented, this rose to 397 trains averaging {{convert|3054|ST}}, a 60 percent increase. In normal operation two LC-1 boxcabs could handle each train.[5] After World War II the N&W bypassed the existing Elkhorn Tunnel with a new tunnel twice as long as the original, double-tracked, and on a gentler 1.4% grade. These improvements eliminated the need for electrification. On the opening of the new tunnel on June 26, 1950 the N&W retired the LC-1s.[6][7] Notes1. ^1 2 {{Harvnb|Middleton|2001|p=183}} 2. ^{{Harvnb|Railway Age Gazette|1915|p=1161}} 3. ^{{Harvnb|Hershey|1915|p=458}} 4. ^{{Harvnb|Middleton|2001|pp=183–184}} 5. ^{{Harvnb|Hershey|1915|p=459}} 6. ^{{Harvnb|Middleton|2001|p=189}} 7. ^{{cite news|title=Elkhorn Tunnel To Be Dedicated |url=https://www.newspapers.com/clip/3887426/elkhorn_tunnel_opened/|newspaper=The Bee|date=June 26, 1950|page=11|via = Newspapers.com|accessdate = December 26, 2015 }} {{Open access}} References
External links{{commons category|N&W LC-1 locomotives}}
7 : 11 kV AC locomotives|1-B+B-1 locomotives|Electric locomotives of the United States|Norfolk and Western Railway locomotives|Scrapped locomotives|Standard gauge locomotives of the United States|Westinghouse locomotives |
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