David Hibbert

The welded rod portal was a spare new one made up of metric angles and rod but generally as per the original Mk1 drawing in the 3000 series.

There are many locations where Mk1 (with copper catenary) join Mk3A or B (with aluminium -AWAC- catenary) but the designer has to ensure that the AWAC catenary does not come close to copper catenaries, as the copper washing from ther copper catenary will corrode the aluminium of the AWAC catenary.

Clive I've got this drawing of a Portal structure at Aston station on the Grand Junction that may of be use to others as it's got dimension

2 track Gantry Blueprint.JPG

I have also got a large selection of OHLE pictures from around Stafford and Stoke of Portals, masts, Tensioners and Termination masts.

                                                                                  Simon

These drawings are correctly known as CROSS SECTIONS. Every mast/portal/headspan location has one.

A question if you please.

 

I noticed on Saturday what looked like a Mk1 lattice portal at the beginning of the Richmond divergence (south of the bridge over the West Coast Main Line) on the HIGH LEVEL lines at Wilesden Junction.

 

I was of the impression that this section of line had been electrified (converted from third rail) in the early nineties hence featuring the Mk3b design, and that no overhead ac electrification was installed on this section under the original West Coast scheme.

 

I had also thought the only locations where Mk1 and Mk3 equipment co-existed was at various locations between Mortherwell and Glasgow Central.

 

Maybe the portal in question was recovered from elsewhere?

 

Many thanks in advance for any explanations,

 

EDIT Location - https://www.google.co.uk/maps/@51.5298143,-0.2447038,31m/data=!3m1!1e3

The welded rod portal was a spare new one made up of metric angles and rod but generally as per the original Mk1 drawing in the 3000 series.

Here's a shot of the eastern carriage sidings at Shenfield in 1951 - just for info.

 

http://dewi.ca/trains/london/pix/n14_3_2.jpg

 

 

Cheers, guys,

 

Pete.

I walked have the GE lines many times and this photo looks more like the Country end at Shenfield. It certainy is not Ilford.

Hi Pete

 

You are correct, the GE system contact wire height was higher in station areas where loco crews might be pulling the coal forward in the tenders. It was adjusted lower I think when it was converted to 25KVa. In Ilford Car Sheds the raised contact wire remains. Andi hopefully will be able to tell the story of the first 86s when they were at Ilford. 

 

Clive

The higher contact wire was not to facilitate pullingthe coal forward in tenders, though that would have been a bonus, the higher wire was tom allow the firman to take on water. Level crossings over main roads also had higher contact wire to allow double decker busses to pass.