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The diamond-shaped, electric-rod pantograph of the Swiss cogwheel locomotive of the Schynige Platte railway in Schynige Platte, built in 1911 Cross-arm pantograph of a Toshiba EMU. A pantograph (or "pan" or "panto") is an apparatus mounted on the roof of an electric train, tram or electric bus [1] to collect power through contact with an ...
A pantograph on each end of the locomotive body was used to collect the 11,000 V, 25 Hz alternating current (AC) from the overhead catenary wires. In operation, the leading pantograph was usually kept lowered and the trailing one raised to collect current, since if the rear pantograph failed it would not strike the forward pantograph.
One of the most notable differences in appearances between the two locomotives was the pantograph(s): the El-C had one double-arm (Stemmann) pantograph, whereas the E44 had two single-arm (Faiveley) pantographs: a characteristic born of the PRR's operating practice of having two pantographs per locomotive. The EL-C, while of utilitarian design ...
The first locomotive to be fitted with the pantograph was Class 86 No 86244, during February 1980. The pantograph is the mainstay within the UK railway system, where it is used on most overhead electric locomotives and EMUs. It has also been exported across the world, being used on the US high speed train Acela and the Eurostar Class 373.
Each locomotive was equipped with two pantographs, although only one was used at a time and the other was intended as a spare. As they were used as coupled pairs, the high voltage pantograph busbar of the two units was linked between them to give a longer connection length to the catenary wire.
3-phase pantograph on a Corcovado Rack Railway train in Brazil. The locomotive needs to pick up power from two (or three) overhead conductors. Early locomotives on the Italian State Railways used a wide bow collector which covered both wires but later locomotives used a wide pantograph with two collector bars, side by side. A three-phase system ...
Transnet Freight Rail insisted that the locomotive should be designed in such a way that the pantograph contact shoe centres are directly above the bogie pivot centres, as was done on the Class 7E and Class 7E2, Series 1 and Series 2. The reason is to reduce the possibility of pantograph hookups on catenary in sharp curves, such as in turnouts ...
Transnet Freight Rail insisted that the locomotive must be designed in such a way that the pantograph contact shoe centres are directly above the bogie pivot centres, as was done on the Class 7E and Class 7E2, Series 1 and Series 2, and again on the Classes 20E and 21E. The reason is to reduce the possibility of pantograph hookups on catenary ...
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