High speed pantograph testing on WCML in 1973

Before I became involved with pantographs, my colleagues in the Electrification Section of the R&DD were searching for better performance from the existing Faiveley AMBR standard pantograph of the time. From 1977, once the Dynamics Section became involved as part of the high speed current collection programme, pantographs were no longer viewed as electrical equipment but as a mechanical device which happened to carry current

The following is a summary of some high speed testing which was undertaken by the Electrification Section in 1973. Pioneering times!

A section of the West Coast Main Line between Gretna Jnc. & Carstairs on ScR. was energised in mid-1973 as part of the northern extension of the OHLE between Weaver Jcn (north of Crewe) and Glasgow.

This gave the first opportunity, during Sundays 17 & 24th June 1973, to test the recently developed R & DD Faiveley pantograph with optimised parameters up to 125mile/h (200 km/h) on real line Mk. IIIA system.

From previous trials on the scaled OHLE (at the Old Dalby test track) a calculated figure of around 225-230km/h was derived as the limiting speed for a single pantograph, but this was expected to be significantly lower under real line conditions.

The tests were conducted over the Up main line from Beattock to Lockerbie using single and two pantographs whilst the speed was increased by 8 km/h steps from 130 km/h to 200 km/h. For two pantograph testing the traction was provided by two class 86/2 electric locomotives each equipped with  Flexicoil suspension and fitted with the new pantograph. The locomotives were marshalled at each end of the train.

The train comprised CM & EE (LM) test coach "MENTOR", DM & EE (BRB) Test Car 5, plus either 4 or 6 Mk.1 & Mk.2 coaches making up pantograph spacings of 135m or 172 m.

For the single pantograph testing the test train was hauled by a single locomotive

None of the vehicles had previously been run at 200 km/h so Test Car 5 was included to allow the Testing Engineers from the DM & EE (BRB) to record and monitor the vehicles' ride quality for safety reasons, whilst "MENTOR" provided the pantograph laboratory facility.

I was involved with the tests and recall that it was unusual to have a joint test between R&DD and DM&EE but don't remember much detail about them. I do remember that we stayed at Lockerbie in a flash hotel on one weekend and in an ex-LMS 12 wheeled sleeper in the bay platform at Beattock station on another. Of course the pubs closed at 10pm in Scotland in those days and it was a long walk from the sleeper to the nearest one after finishing late so I think we must have had a dry night!

The tests were carried out over the two weekends including overnight to maximise the value of having the line to ourselves. I dread to think what kind of dynamic performance the Faiveley pantographs exhibited at 125mile/h not to mention the ride of the vehicles! B4 bogies were not designed to run at these speeds!

Click on the picture for a bigger image - photos are BR official unless otherwise indicated

Pioneer E3173 with Flexicoil suspension pictured on the Down Fast line at Cheddington in October 1970 when it was fitted with a glass fibre nose cone

Alan Betts

E3173 at Cheddington in May 1971 with a Faiveley AMBR pantograph - both the class 86/2 locos were fitted with Flexicoil suspension

86202 on a later test with Test Car 4 at Beattock in May 1973. It is difficult to discern the pantograph type fitted to the loco

Derek Cross

On May 3rd 1973 locomotive 86202 is pictured at Auchencastle with a 600 ton test train including the ex-Western Region dynamometer car Test Car 4 and banked by Class 85 E3082

It is difficult to discern the pantograph type fitted to the loco

Derek Cross

CM&EE (LMR) OHLE test vehicle 'Mentor' was fitted with B4 bogies and ran at over 125 mile/h during the tests The DM&EE's Test Car 5 was fitted with B4 bogies and ran at over 125 mile/h during the tests

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